Methods, devices, electronic equipment and storage media for determining train empty travel distance

Abstract

This application relates to the field of rail transit technology and provides a method, device, electronic device, and storage medium for determining train empty travel distance. The method acquires first gradient information within the train's length range at a target time, determines a first average gradient based on this first gradient information, and uses a train safety braking model to determine the train's first empty travel distance based on the first average gradient. Then, it acquires second gradient information within the train's length range at the target time and within the range from the train's front to the first empty travel distance, determines a second average gradient based on this second gradient information, and uses the train safety braking model to determine the train's second empty travel distance based on the second average gradient. Finally, when the first and second empty travel distances meet preset conditions, the train's empty travel distance at the target time is determined based on the second empty travel distance. This method achieves real-time, high-precision calculation of train empty travel distance, improving operational efficiency while ensuring safe train operation.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a method, device, electronic device and storage medium for determining the empty travel distance of a train. Background Technology

[0002] Suburban railways are a type of rail transit that falls between high-speed rail and urban rail transit. Besides the high capacity characteristic common to rail transit systems, suburban railways have a larger proportion of commuter passengers and higher service frequency compared to high-speed rail; compared to urban rail transit, suburban railways have longer average station spacing and higher speeds. Therefore, suburban railways are often constructed using a combination of elevated and tunnel methods to meet operational needs, resulting in greater gradient changes than high-speed rail and subways.

[0003] Since gradient changes directly affect the calculation of empty travel distance in the train control system, it is necessary to optimize the calculation method of gradient value in empty travel distance to adapt to the specific scenario of large gradient changes in urban railways. Summary of the Invention

[0004] In view of this, embodiments of this application provide a method, apparatus, electronic device and storage medium for determining train empty travel distance, so as to solve the problem of insufficient accuracy in calculating train empty travel distance in the prior art.

[0005] A first aspect of this application provides a method for determining the empty travel distance of a train, including:

[0006] Obtain the first gradient information within the train length range at the target time, and determine the first average gradient based on the first gradient information;

[0007] Using a train safety braking model, the first empty travel distance of the train is determined based on the first average gradient.

[0008] Obtain the second gradient information within the target time range of train length and the range of the distance from the train head to the first empty travel distance, and determine the second average gradient based on the second gradient information;

[0009] Using a train safety braking model, the second empty travel distance of the train is determined based on the second average gradient;

[0010] In response to the determination that the first empty travel distance and the second empty travel distance meet the preset conditions, the empty travel distance of the train at the target time is determined based on the second empty travel distance.

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

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

[0013] The difference between the second empty walking distance and the first empty walking 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.

[0014] The first gradient value is the gradient value within the range of the train head to the second empty travel distance, and the second gradient value is the gradient value within the range of the train head to the second empty travel distance plus a preset distance threshold.

[0015] In some embodiments, determining the train's empty travel distance at the target time based on the second empty travel distance includes:

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

[0017] In some embodiments, determining the train's empty travel distance at the target time based on the second empty travel distance includes:

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

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

[0020] In response to the determination that the first empty travel distance and the second empty travel distance do not meet the preset conditions, the updated second gradient information of the train length range at the target time and the range from the train head to the second empty travel distance is obtained, and the updated second average gradient within the train length range is determined based on the updated second gradient information.

[0021] Using the train safety braking model, the updated second empty travel distance of the train is determined based on the updated second average gradient;

[0022] Iteratively execute the process to determine whether the first empty travel distance and the updated second empty travel distance meet the preset conditions. If not, update the second gradient information and determine the updated second average gradient within the train length range based on the updated second gradient information, until the first empty travel distance and the updated second empty travel distance meet the preset conditions.

[0023] In some embodiments, the train's empty travel distance is determined based on the average gradient using a train safety braking model, including:

[0024] The first travel distance within the time range from when the automatic train protection system detects train overspeed to when it outputs an emergency braking command is determined based on the average gradient.

[0025] The second travel distance of the train within the time range from receiving the emergency braking command to completing the traction cut-off is determined based on the average gradient.

[0026] The third travel distance of the train within the time range from the completion of traction cut-off to the start of emergency braking is determined based on the average gradient.

[0027] The fourth travel distance of the train within the time range from the start of emergency braking to the time when the braking force reaches the preset braking threshold is determined based on the average gradient.

[0028] The sum of the first travel distance, the second travel distance, the third travel distance, and the fourth travel distance is determined as the empty travel distance of the train.

[0029] In some embodiments, determining the first travel distance within the time range from the detection of train speeding to the issuance of an emergency braking command based on the average gradient includes:

[0030] The first predicted speed is determined as the difference between the train's initial speed at the target time and the product of the gradient acceleration and the response time of the train's automatic protection system. The gradient acceleration is the product of the sine of the average gradient and the gravitational acceleration.

[0031] The difference between the square of the first predicted velocity and the square of the initial velocity is determined as the first difference value;

[0032] The first travel distance is determined by half the quotient of the first difference and the gradient acceleration.

[0033] The second travel distance of the train within the time range from receiving the emergency braking command to completing the traction cut-off is determined based on the average gradient, including:

[0034] Determine the second predicted speed, which is the difference between the first predicted speed and the product of the gradient acceleration and the train traction cut-off time;

[0035] The difference between the square of the second predicted velocity and the square of the first predicted velocity is defined as the second difference value.

[0036] The second travel distance is determined by half the quotient of the second difference and the gradient acceleration.

[0037] The third travel distance of the train from the completion of traction cut-off to the start of emergency braking is determined based on the average gradient, including:

[0038] Determine the third predicted speed, which is the difference between the second predicted speed and the product of the gradient acceleration and the time from traction cutoff to emergency braking.

[0039] The difference between the square of the third predicted velocity and the square of the second predicted velocity is defined as the third difference.

[0040] The third travel distance is determined by dividing the third difference by the gradient acceleration by half.

[0041] The fourth travel distance of the train from the start of emergency braking to the point where the braking force reaches a preset braking threshold is determined based on the average gradient, including:

[0042] The fourth predicted speed is determined as the difference between the third predicted speed and the product of the cumulative acceleration and the time from when the train begins to apply emergency braking until the braking force reaches the preset braking threshold. The cumulative gradient is the sum of the train's deceleration during the initial emergency process and the gradient acceleration.

[0043] The difference between the square of the fourth predicted velocity and the square of the third predicted velocity is defined as the fourth difference.

[0044] The fourth travel distance is determined by half the quotient of the fourth difference and the cumulative acceleration.

[0045] A second aspect of this application provides a train empty travel distance determination device, comprising:

[0046] The acquisition module is configured to acquire first gradient information within the train length range at the target time, and determine the first average gradient based on the first gradient information;

[0047] The determination module is configured to use a train safety braking model to determine the first empty travel distance of the train based on a first average gradient.

[0048] The acquisition module is also configured to acquire the second gradient information within the target time range of train length and the range of the distance from the train head to the first empty travel distance, and determine the second average gradient based on the second gradient information;

[0049] The determination module is also configured to use the train safety braking model to determine the train's second empty travel distance based on the second average gradient;

[0050] The determination module is also configured to determine the train's empty travel distance at the target time based on the second empty travel distance in response to determining that the first empty travel distance and the second empty travel distance meet preset conditions.

[0051] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method.

[0052] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0053] The beneficial effects of this application embodiment compared with the prior art are as follows: This application embodiment obtains the first gradient information within the train length range at the target time, determines the first average gradient based on the first gradient information, uses the train safety braking model to determine the first empty travel distance of the train based on the first average gradient, then obtains the second gradient information within the train length range at the target time and the range from the train head to the first empty travel distance, determines the second average gradient based on the second gradient information, and uses the train safety braking model to determine the second empty travel distance of the train based on the second average gradient. Then, when the first empty travel distance and the second empty travel distance meet the preset conditions, the empty travel distance of the train at the target time is determined based on the second empty travel distance. This realizes real-time and high-precision calculation of the train's empty travel distance, improving operating efficiency while ensuring the safe operation of the train. Attached Figure Description

[0054] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0055] Figure 1 This is a flowchart illustrating a method for determining the empty travel distance of a train, as provided in an embodiment of this application.

[0056] Figure 2 This is a flowchart illustrating the method for determining the empty travel distance of a train at a target time based on a second empty travel distance, as provided in an embodiment of this application.

[0057] Figure 3 This is a flowchart illustrating another method for determining the empty travel distance of a train provided in an embodiment of this application.

[0058] Figure 4 This is a flowchart illustrating a method for determining the empty travel distance of a train based on the average gradient using a train safety braking model, as provided in an embodiment of this application.

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

[0060] Figure 6 This is a schematic diagram of a train empty travel distance determination device provided in an embodiment of this application.

[0061] Figure 7 This is a schematic diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0062] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0063] The following will describe in detail, with reference to the accompanying drawings, a method and apparatus for determining the empty travel distance of a train according to an embodiment of this application.

[0064] As mentioned above, urban rail transit often employs a combination of elevated and tunnel construction methods to meet operational needs, resulting in greater gradient variations compared to high-speed rail and subways. Since gradient variations directly impact the calculation of empty travel distance in the train control system, it is necessary to optimize the calculation method for gradient values ​​in the empty travel distance to adapt to the specific scenarios of significant gradient variations in urban rail transit.

[0065] In related technologies, the average gradient within the train's current permitted operating range or the most unfavorable gradient along the entire route is typically used to calculate the train's empty travel distance. The former may pose safety hazards when the train travels to sections where the actual gradient differs significantly from the average gradient; while the latter offers higher safety, it can significantly reduce operational efficiency.

[0066] In view of this, the embodiments of this application provide a method for determining the empty travel distance of a train. By acquiring first gradient information within the train length range at a target time, determining a first average gradient based on the first gradient information, and using a train safety braking model to determine the first empty travel distance of the train based on the first average gradient, the method then acquires second gradient information within the train length range at the target time and within the range from the train head to the first empty travel distance, determines a second average gradient based on the second gradient information, and uses a train safety braking model to determine the second empty travel distance of the train based on the second average gradient. Finally, when the first and second empty travel distances meet preset conditions, the method determines the empty travel distance of the train at the target time based on the second empty travel distance. This achieves real-time and high-precision calculation of the train's empty travel distance, improving operational efficiency while ensuring safe train operation.

[0067] Figure 1 This is a flowchart illustrating a method for determining the empty travel distance of a train, as provided in an embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0068] In step S101, the first gradient information within the train length range at the target time is obtained, and the first average gradient is determined based on the first gradient information.

[0069] In step S102, the first empty travel distance of the train is determined based on the first average gradient using the train safety braking model.

[0070] In step S103, the second gradient information of the train length range at the target time and the second gradient information of the distance from the train head to the first empty travel range are obtained, and the second average gradient is determined based on the second gradient information.

[0071] In step S104, the second empty travel distance of the train is determined based on the second average gradient using the train safety braking model.

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

[0073] In some embodiments of this application, the method can be executed by the train's train control system. The train can be a suburban railway train, or other trains whose routes may have significant gradient changes; this is not a limitation.

[0074] In some embodiments of this application, the train control system can acquire first gradient information within the train length range at a target time and determine a first average gradient based on the first gradient information.

[0075] The target time can be any time during train operation. The initial gradient information can be obtained by the train control system from the ground control center. In one example, the ground control center can acquire and save the gradient information for the entire route of the train's current operation, and send real-time gradient information to the train's train control system based on the train's location information.

[0076] For example, if a train travels to position A at time t, the ground control center can send the gradient information of the entire train's coverage area L from the rear to the front at position A to the train control system, where L is the length of the train.

[0077] In actual operation, if the current train route has gradient undulations, the first gradient information may include multiple gradient values. In this case, the average of these multiple gradient values ​​can be used as the first average gradient. For example, if the first gradient information includes three gradient values, namely G... 段1 G 段2 and G 段3 And G 段1 The corresponding road segment length is L 段1 G 段2 The corresponding road segment length is L 段2 G 段3 The corresponding road segment 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 represented 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 there is no gradient undulation in the current section of the train's route, the first gradient information may include a single gradient value, in which case the single gradient value can be directly used as the first average gradient.

[0079] In some embodiments of this application, the train control system may use a train safety braking model to determine the first empty travel distance of the train based on the first average gradient.

[0080] After determining the first empty travel distance, the train control system can also obtain the second gradient information within the target time train length range and the range from the train head to the first empty travel distance, and determine the second average gradient based on the second gradient information.

[0081] In other words, after determining the first empty travel distance, the average gradient of each section within the range from the rear of the train to the front of the train to the first empty travel distance can be calculated to obtain the second average gradient.

[0082] In some embodiments of this application, the train control system can use a train safety braking model to determine the second empty travel distance of the train based on the second average gradient.

[0083] If the train control system determines that the first empty travel distance and the second empty travel distance meet the preset conditions, it can determine the empty travel distance of the train at the target time based on the second empty travel distance.

[0084] According to the technical solution provided in the embodiments of this application, by acquiring first gradient information within the train length range at the target time, determining a first average gradient based on the first gradient information, and using a train safety braking model to determine the first empty travel distance of the train based on the first average gradient, then acquiring second gradient information within the train length range at the target time and within the range from the train head to the first empty travel distance, determining a second average gradient based on the second gradient information, and using a train safety braking model to determine the second empty travel distance of the train based on the second average gradient, and then determining the empty travel distance of the train at the target time based on the second empty travel distance when the first empty travel distance and the second empty travel distance meet preset conditions, real-time and high-precision calculation of the train's empty travel distance is achieved, improving operating efficiency while ensuring safe train operation.

[0085] In some embodiments of this application, the preset conditions may include: the second empty walking distance is less than or equal to the first empty walking distance; or the difference between the second empty walking distance and the first empty walking 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] The first gradient value is the gradient value within the range of the train head to the second empty travel distance, and the second gradient value is the gradient value within the range of the train head to the second empty travel distance plus a preset distance threshold.

[0087] In other words, if the first empty walking distance and the second empty walking distance satisfy any of the following conditions, it can be determined that they meet the preset conditions: the second empty walking distance is less than or equal to the first empty walking distance; or the second empty walking distance is greater than the first empty walking distance, the difference between the second empty walking distance and the first empty walking distance is 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.

[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 variation threshold can also be set according to actual needs. This preset variation threshold is used to ensure that the slope value within the second empty walking distance range is basically the same as the slope value within the range of the second empty walking distance plus the preset variation threshold.

[0089] Figure 2 This is a flowchart illustrating the method for determining the train's empty travel distance at a target time based on a second empty travel distance, as provided in an embodiment of this application. Figure 2 As shown, the method includes the following steps:

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

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

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

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

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

[0095] Alternatively, if S2 > S1, then (S2 - S1) th And the area from the train head to S2 is the same as the area from the train head to S2+S. th If the slope value remains basically unchanged within the range, then S 空 =S2+S th .

[0096] Figure 3 This is a flowchart illustrating another method for determining the empty travel distance of a train provided in an embodiment of this application.

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

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

[0099] In step S306, the updated second empty travel distance of the train is determined based on the updated second average gradient using the train safety braking model.

[0100] In step S307, iteratively determine whether the first empty travel distance and the updated second empty travel distance meet the preset conditions. If not, update the second gradient information and determine the updated second average gradient within the train length range based on the updated second gradient information, until the first empty travel distance and the updated second empty travel distance meet the preset conditions.

[0101] ​In some embodiments of this application, if the first empty travel distance and the second empty travel distance do not meet preset conditions, updated second gradient information can be obtained for the target time train length range and the range from the train head to the second empty travel distance. Based on the updated second gradient information, an updated second average gradient within the train length range is determined, thereby determining the updated second empty travel distance. Next, iteratively, it is performed to determine whether the first empty travel distance and the updated second empty travel distance meet preset conditions. If not, the second gradient information is updated, and the updated second average gradient within the train length range is determined based on the updated second gradient information, until the first empty travel distance and the updated second empty travel distance meet the preset conditions.

[0102] In other words, if the first and second empty travel distances do not meet the preset conditions, the train control system can obtain the gradient values ​​within the L+S2 distance range from the rear of the train to the front, as the updated second gradient information. Then, it calculates the average of the gradient values ​​in this updated second gradient information as the updated second average gradient. Based on this updated second average gradient, it calculates the updated second empty travel distance. Afterward, it again checks whether the first and updated second empty travel distances meet the preset conditions. If not, it continues to update the second average gradient and second empty travel distance until both meet the preset conditions.

[0103] Figure 4 This is a flowchart illustrating a method for determining the empty travel distance of a train based on the average gradient using a train safety braking model, as provided in an embodiment of this application. Figure 4 As shown, the method includes the following steps:

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

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

[0106] In step S403, the third travel distance of the train from the completion of traction cut-off to the start of emergency braking is determined based on the average gradient.

[0107] In step S404, the fourth travel distance of the train from the start of emergency braking to the time range from when the braking force reaches the preset braking threshold is determined based on the average gradient.

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

[0109] In some embodiments of this application, determining the train's empty travel distance based on the average gradient using a train safety braking model can be achieved by: determining a first travel distance within the time range from when the automatic train protection system detects the train speeding to when it outputs an emergency braking command; determining a second travel distance within the time range from when the train receives the emergency braking command to when it completes traction cut-off; determining a third travel distance within the time range from when the train completes traction cut-off to when it begins to apply emergency braking; determining a fourth travel distance within the time range from when the train begins to apply emergency braking to when the braking force reaches a preset braking threshold; and finally, determining the sum of the first, second, third, and fourth travel distances as the train's empty travel distance.

[0110] Figure 5 This is a schematic diagram of a train safety braking model. (For example...) Figure 5 As shown, the horizontal axis represents distance, and the vertical axis represents train speed. If at the target time t, the train is located at the position indicated by the train icon on the left side of the diagram, then segment A is the onboard ATP (Automatic Train Protection) response time, i.e., the time from when the onboard ATP detects the train's speeding to when the ATP outputs an emergency braking command to the train. Segment B is the time from when the train receives the ATP command to when the train actually disconnects traction. Segment C is the time from when the train disconnects traction to when the train applies emergency braking. Segment D is the time required for the train to apply braking force to the preset braking threshold (e.g., 90%) from the start of emergency braking.

[0111] The distance from A to D is usually taken as the idle distance, and the calculation of the idle distance takes into account the following:

[0112] The response time and delay of the ATP system (assuming the train is coasting);

[0113] Response time and delay of the train braking system (assuming the train is in coasting phase);

[0114] In the worst-case scenario, the time from detecting speeding to cutting off traction;

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

[0116] Line gradient.

[0117] That is, the formula for calculating the distance traveled without moving is: S 空走 =L2+L3+L4+L5.

[0118] In some embodiments of this application, determining the first travel distance within the time range from detecting train overspeed to issuing an emergency braking command based on the average gradient may include: determining a first predicted speed, where the first predicted speed is 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, and the gradient acceleration is the product of the sine of the average gradient and the gravitational acceleration; 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 gradient acceleration as the first travel 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 This represents the average slope.

[0120] In some other embodiments of this application, determining the second travel distance of the train within the time range from receiving an emergency braking command to completing traction cut-off based on the average gradient may include: determining a second predicted speed, the second predicted speed being the difference between the first predicted speed and the product of the gradient 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 a second difference value; and determining half of the quotient of the second difference value and the gradient acceleration as the second travel 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 this application, determining the third travel distance of the train from the completion of traction cut-off to the start of emergency braking based on the average gradient 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 gradient acceleration and the time from traction cut-off 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 value; and determining half of the quotient of the third difference value and the gradient acceleration as the third travel 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 this application, determining the fourth travel distance within the time range from the start of emergency braking to the time when the braking force reaches a preset braking threshold based on the average gradient may include: determining a fourth predicted speed, wherein 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 to the time when the braking force reaches the preset braking threshold, wherein the cumulative gradient is the sum of the train's initial deceleration during the emergency process and the gradient acceleration; determining the difference between the square of the fourth predicted speed and the square of the third predicted speed as a fourth difference value; and determining half of the quotient of the fourth difference value and the cumulative acceleration as the fourth travel 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 them from the ground control center.

[0127] The technical solution provided in this application can calculate the gradient value of the train in real time, and then calculate the empty travel distance of the train. This allows the calculated empty travel distance to reflect the real gradient within the train length and empty travel distance range, thereby avoiding the unsafety or inaccuracy caused by using pre-configured fixed values ​​or the average gradient within the driving permit range.

[0128] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0129] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0130] Figure 6 This is a schematic diagram of a train empty travel distance determination device provided in an embodiment of this application. Figure 6 As shown, the device includes:

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

[0132] The determination module 602 is configured to use a train safety braking model to determine the first empty travel distance of the train based on a first average gradient.

[0133] The acquisition module 601 is also configured to acquire the second gradient information within the target time train length range and the distance from the train head to the first empty travel range, and determine the second average gradient based on the second gradient information.

[0134] The determination module 602 is also configured to use the train safety braking model to determine the second empty travel distance of the train based on the second average gradient.

[0135] The determining module 602 is also configured to determine the train's empty travel distance at the target time based on the second empty travel distance in response to determining that the first empty travel distance and the second empty travel distance meet preset conditions.

[0136] According to the technical solution provided in the embodiments of this application, by acquiring first gradient information within the train length range at the target time, determining a first average gradient based on the first gradient information, and using a train safety braking model to determine the first empty travel distance of the train based on the first average gradient, then acquiring second gradient information within the train length range at the target time and within the range from the train head to the first empty travel distance, determining a second average gradient based on the second gradient information, and using a train safety braking model to determine the second empty travel distance of the train based on the second average gradient, and then determining the empty travel distance of the train at the target time based on the second empty travel distance when the first empty travel distance and the second empty travel distance meet preset conditions, real-time and high-precision calculation of the train's empty travel distance is achieved, improving operating efficiency while ensuring safe train operation.

[0137] In some implementations, the preset conditions include: the second empty travel distance is less than or equal to the first empty travel distance; or the difference between the second empty travel distance and the first empty travel 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 the slope value within the range from the train head to the second empty travel distance, and the second slope value is the slope value within the range from the train head to the second empty travel distance plus the preset distance threshold.

[0138] In some implementations, determining the train's empty travel distance at the target time based on the second empty travel distance includes: in response to determining that the second empty travel distance is less than or equal to the first empty travel distance, determining the train's empty travel distance at the target time as the second empty travel distance.

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

[0140] In some implementations, after determining the second empty travel distance, the method further includes: in response to determining that the first empty travel distance and the second empty travel distance do not meet preset conditions, acquiring updated second gradient information within the target time train length range and within the range from the train head to the second empty travel distance, and determining an updated second average gradient within the train length range based on the updated second gradient information; using a train safety braking model, determining the updated second empty travel distance of the train based on the updated second average gradient; iteratively executing the judgment of whether the first empty travel distance and the updated second empty travel distance meet preset conditions, and if not, updating the second gradient information, and determining the updated second average gradient within the train length range based on the updated second gradient information, until the first empty travel distance and the updated second empty travel distance meet preset conditions.

[0141] In some implementations, the train's empty running distance is determined based on the average gradient using a train safety braking model. This includes: determining a first running distance based on the average gradient from the time the automatic train protection system detects the train speeding to the time it outputs an emergency braking command; determining a second running distance based on the average gradient from the time the train receives the emergency braking command to the time it completes traction cut-off; determining a third running distance based on the average gradient from the time the train completes traction cut-off to the time it begins to apply emergency braking; determining a fourth running distance based on the average gradient from the time the train begins to apply emergency braking to the time the braking force reaches a preset braking threshold; and determining the sum of the first, second, third, and fourth running distances as the train's empty running distance.

[0142] In some implementations, determining a first travel distance within the time range from detecting train speeding to issuing an emergency braking command based on the average gradient includes: determining a first predicted speed, where the first predicted speed is the difference between the train's initial speed at the target time and the product of the gradient acceleration and the train automatic protection system response time, and the gradient acceleration is the product of the sine of the average gradient and gravitational acceleration; determining a first difference value as the difference between the square of the first predicted speed and the square of the initial speed; and determining half of the quotient of the first difference and the gradient acceleration as the first travel distance. Determining a second travel distance within the time range from receiving the emergency braking command to completing traction cut-off based on the average gradient includes: determining a second predicted speed, where the second predicted speed is the difference between the first predicted speed and the product of the gradient acceleration and the train traction cut-off time; determining a second difference value as the difference between the square of the second predicted speed and the square of the first predicted speed; and determining half of the quotient of the second difference and the gradient acceleration as the second travel distance. Determining the third travel distance of the train from the completion of traction cut-off to the start of emergency braking includes: determining a third predicted speed, which is the difference between the second predicted speed and the product of the gradient acceleration and the time from traction cut-off 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 value; and determining half of the quotient of the third difference value and the gradient acceleration as the third travel distance. Determining the fourth travel distance of the train from the start of emergency braking to the time when the braking force reaches a preset braking threshold based on the average gradient includes: determining a fourth predicted speed, which is the difference between the third predicted speed and the product of the cumulative acceleration and the time from the start of emergency braking to the time when the braking force reaches the preset braking threshold, where the cumulative gradient is the sum of the train's initial emergency deceleration and the gradient acceleration; determining the difference between the square of the fourth predicted speed and the square of the third predicted speed as a fourth difference value; and determining half of the quotient of the fourth difference value and the cumulative acceleration as the fourth travel distance.

[0143] It should be understood that the sequence number of each step in the above embodiments does not imply 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 this application.

[0144] Figure 7 This is a schematic diagram of the electronic device provided in an embodiment of this application. For example... 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, it implements the steps in the various method embodiments described above. Alternatively, when the processor 701 executes the computer program 703, it implements the functions of each module / unit in the various device embodiments described above.

[0145] Electronic device 7 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 7 may include, but is not limited to, processor 701 and memory 702. Those skilled in the art will understand that... Figure 7 This is merely an example of electronic device 7 and does not constitute a limitation on electronic device 7. It may include more or fewer components than shown, or different components.

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

[0147] The memory 702 can be an internal storage unit of the electronic device, such as a hard disk or memory in the electronic device 7. The memory 702 can also be an external storage device of the electronic device 7, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the electronic device 7. The memory 702 can also include both internal and external storage units of the electronic device 7. 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 will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above 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 integrated unit can be implemented in hardware or as a software functional unit.

[0149] If integrated modules / units are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program may include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. Computer-readable media may include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0150] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for determining the empty travel distance of a train, characterized in that, include: Obtain the first gradient information within the train length range at the target time, and determine the first average gradient based on the first gradient information; Using the train safety braking model, the first empty travel distance of the train is determined based on the first average gradient; Obtain the second gradient information within the target time train length range and the distance from the train head to the first empty travel range, and determine the second average gradient based on the second gradient information; Using a train safety braking model, the second empty travel distance of the train is determined based on the second average gradient; In response to determining that the first empty travel distance and the second empty travel distance meet preset conditions, the empty travel distance of the train at the target time is determined based on the second empty travel distance; The preset conditions include: The second empty travel distance is less than or equal to the first empty travel distance; or The difference between the second empty walking distance and the first empty walking 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 the slope value within the range of the train head to the second empty travel distance, and the second slope value is the slope value within the range of the train head to the second empty travel distance plus the preset distance threshold; Determining the train's empty travel distance at the target time based on the second empty travel distance includes: In response to the second empty travel distance being less than or equal to the first empty travel distance, the empty travel distance of the train at the target time is determined as the second empty travel distance; or In response to the fact that the difference between the second empty travel distance and the first empty travel distance is greater than zero and less than a preset distance threshold, and the change in the first gradient value and the second gradient value is less than a preset change threshold, the empty travel distance of the train at the target time is determined to be the sum of the second empty travel distance and the preset distance threshold.

2. The method according to claim 1, characterized in that, After determining the second empty travel distance, the method further includes: In response to determining that the first empty travel distance and the second empty travel distance do not meet the preset conditions, the updated second gradient information of the train length range at the target time and the range from the train head to the second empty travel distance is obtained, and the updated second average gradient within the train length range is determined based on the updated second gradient information. Using the train safety braking model, the updated second empty travel distance of the train is determined based on the updated second average gradient; Iteratively execute the process to determine whether the first empty travel distance and the updated second empty travel distance meet the preset conditions. If not, update the second gradient information and determine the updated second average gradient within the train length range based on the updated second gradient information, until the first empty travel distance and the updated second empty travel distance meet the preset conditions.

3. The method according to claim 1, characterized in that, The train's empty travel distance is determined based on the average gradient using a train safety braking model, including: The first travel distance within the time range from when the automatic train protection system detects train overspeed to when it outputs an emergency braking command is determined based on the average gradient. The second travel distance of the train within the time range from receiving the emergency braking command to completing the traction cut-off is determined based on the average gradient. The third travel distance of the train within the time range from the completion of traction cut-off to the start of emergency braking is determined based on the average gradient. The fourth travel distance of the train within the time range from the start of emergency braking to the time when the braking force reaches the preset braking threshold is determined based on the average gradient. The sum of the first travel distance, the second travel distance, the third travel distance, and the fourth travel distance is determined as the empty travel distance of the train.

4. The method according to claim 3, characterized in that, The first travel distance within the time range from the detection of train speeding to the issuance of an emergency braking command is determined based on the average gradient, including: A first predicted speed is determined, which is 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, wherein the gradient acceleration is the product of the sine of the average gradient and the gravitational acceleration. The difference between the square of the first predicted velocity and the square of the initial velocity is determined as the first difference value; The first travel distance is determined to be half of the quotient of the first difference and the slope acceleration. The second travel distance of the train within the time range from receiving the emergency braking command to completing the traction cut-off is determined based on the average gradient, including: A second predicted speed is determined, which is the difference between the first predicted speed and the product of the gradient acceleration and the train traction cut-off time; The difference between the square of the second predicted velocity and the square of the first predicted velocity is determined as the second difference value; The second travel distance is determined by half the quotient of the second difference and the gradient acceleration. The third travel distance of the train from the completion of traction cut-off to the start of emergency braking is determined based on the average gradient, including: A third predicted speed is determined, which is the difference between the second predicted speed and the product of the gradient acceleration and the time from traction cutoff to emergency braking. The difference between the square of the third predicted velocity and the square of the second predicted velocity is determined as the third difference value; The third travel distance is determined to be half of the quotient of the third difference and the slope acceleration. The fourth travel distance of the train from the start of emergency braking to the point where the braking force reaches a preset braking threshold is determined based on the average gradient, including: A fourth predicted speed is determined, wherein the fourth predicted speed is the difference between the third predicted speed and the product of the cumulative acceleration and the time from when the train begins to apply emergency braking until the braking force reaches a preset braking threshold, wherein the cumulative acceleration is the sum of the train's deceleration during the initial emergency process and the gradient acceleration; The difference between the square of the fourth predicted velocity and the square of the third predicted velocity is determined as the fourth difference value; The fourth travel distance is determined by half the quotient of the fourth difference and the cumulative acceleration.

5. A device for determining the empty travel distance of a train, characterized in that, include: The acquisition module is configured to acquire first gradient information within the train length range at the target time, and determine a first average gradient based on the first gradient information; The determination module is configured to use a train safety braking model to determine the first empty travel distance of the train based on the first average gradient. The acquisition module is further configured to acquire the train length range at the target time and the second gradient information within the range from the train head to the first empty travel distance, and determine the second average gradient based on the second gradient information; The determining module is also configured to use a train safety braking model to determine the second empty travel distance of the train based on the second average gradient. The determining module is further configured to, in response to determining that the first empty travel distance and the second empty travel distance satisfy preset conditions, determine the empty travel distance of the train at the target time based on the second empty travel distance; the preset conditions include: the second empty travel distance is less than or equal to the first empty travel distance; or, the difference between the second empty travel distance and the first empty travel 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 the slope value within the range from the train head to the second empty travel distance, and the second slope value is the slope value within the range from the train head to the second empty travel distance plus the preset distance threshold; The determining module is specifically configured to: in response to the second empty travel distance being less than or equal to the first empty travel distance, determine the empty travel distance of the train at the target time as the second empty travel distance; or, in response to the difference between the second empty travel distance and the first empty travel distance being greater than zero and less than a preset distance threshold, and the change in the first gradient value and the second gradient value being less than a preset change threshold, determine the empty travel distance of the train at the target time as the sum of the second empty travel distance and the preset distance threshold.

6. 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, it implements the steps of the method as described in any one of claims 1 to 4.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 4.

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