Single-vehicle traction simulation method and system considering protection section model

Abstract

The invention provides a single-vehicle traction simulation method and system considering a protection section model. The method comprises the following steps: acquiring line data, train data and signal system data; based on the line speed limiting data, the train speed limiting data and the train braking model, an automatic train protection speed curve is obtained; based on the train automatic protection speed curve and the train braking model, a train automatic running speed curve is obtained, and the length of the protection section is obtained. And obtaining a simulation train operation curve system framework based on the train automatic operation speed curve. According to the single-vehicle traction simulation method and system considering the protection section model, optimization of a train operation strategy is supported, and the overall performance and safety of a rail transit system are improved. The system provided by the invention can fully simulate the running state of a train on an actual line and accurately calculate key parameters, so that a scientific basis is provided for simulation analysis and optimization of train running.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and in particular, relates to a single-vehicle traction simulation method and system taking a protection zone model into consideration. Background Art

[0002] In rail transit, train operation is influenced by a variety of parameters, including line characteristics, train performance, and signaling systems. These factors directly impact the safety, smoothness, and efficiency of train operation. However, existing train traction calculation methods often fail to fully account for the dynamic impact of these parameters on train operation, making it difficult to provide reliable data support for train operation optimization. Summary of the Invention

[0003] The purpose of the present invention is to provide a single-vehicle traction simulation method and system that takes into account the protection section model, aiming to solve the technical problem that the existing train traction calculation methods in the prior art are usually unable to fully consider the dynamic impact of these parameters on the train operation status, and it is difficult to provide reliable data support for train operation optimization.

[0004] To achieve the above object, the technical solution adopted by the present invention is to provide a single-vehicle traction simulation method considering a protection zone model, comprising the following steps:

[0005] S1. Obtain line data, train data, and signal system data;

[0006] S2. Obtaining a train automatic protection speed curve based on line speed limit, train speed limit data, and a train braking model;

[0007] S3. Based on the train automatic protection speed curve and the train braking model, obtain the train automatic operation speed curve and the protection section length;

[0008] S4. Based on the automatic train running speed curve, a simulated train running curve is obtained.

[0009] Preferably, the method further includes: modifying data, inputting the modified data into step S2, and repeating the process from step S2 to step S4 to obtain simulation curves and data under different parameters; and analyzing the influence of the parameters based on the calculated multiple data. The parameters include: one or more of time, speed, position, acceleration, and the length of the protection zone.

[0010] A single-vehicle traction simulation system considering a protection zone model is used to implement the steps of any of the above single-vehicle traction simulation methods considering a protection zone model, and is characterized by comprising:

[0011] The ATP module is used to calculate the train's emergency braking speed and target speed monitoring zone speed in real time, and generate the emergency braking trigger curve and the common braking trigger curve based on the calculation results of the speed supervision zone.

[0012] The ATO module is used to calculate the train automatic operation speed curve based on the train automatic protection speed curve and the train braking model; and realize the automatic speed regulation process by calling the recommended speed curve under the corresponding operation level;

[0013] A protection zone module is used to obtain the protection zone through the protection zone model;

[0014] The simulation calculation module is used to integrate the train dynamics model, line data, and signal system parameters, dynamically simulate the train operation status, and output key parameters.

[0015] Preferably, the ATP module comprises:

[0016] A roof speed supervision area unit is used to obtain a speed curve of a roof speed supervision area;

[0017] Among them, the speed curve of the roof speed supervision area is:

[0018] v CSMEB =min(v le ,v li ,v t )-e ms ;

[0019] Among them, e ms is the speed measurement error; v le is the static speed of the line, v li is the first temporary speed limit, v t It is the second temporary speed limit;

[0020] A target speed supervision area unit is used to obtain a speed curve of a target speed supervision area;

[0021] Among them, the speed curve of the target speed supervision area is:

[0022]

[0023] Among them, v ts is the target speed of the train, L = s tar -s, s is the current position of the train, s tar is the target position of the train; a br is the braking rate of the train, e is the train position error;

[0024] Emergency braking trigger curve unit, used to obtain emergency braking speed curve; emergency braking speed v EB The curve is:

[0025] v EB =min(v CSMEB v TSMEB );

[0026] The common brake triggering curve unit is used to obtain the common brake triggering speed SBISpd curve of the train;

[0027] v SBI =min(v CSMSBI ,v TSMSBI ).

[0028] Preferably, the emergency braking trigger curve unit further includes a unit for obtaining an emergency braking trigger curve of the train in the ceiling speed monitoring area:

[0029] v CSMEBI =v EB -a1·T AB ,

[0030] Among them, the acceleration of the train in the acceleration phase is a1, and the acceleration time is T AB .

[0031] Preferably, the ATO module includes:

[0032] Recommended curve unit for roof speed monitoring area, calculation formula is the same as that of brake trigger curve calculation formula v SBI same;

[0033] Target speed monitoring area recommended curve unit, calculation formula and brake trigger curve calculation formula v SBI same;

[0034] The recommended curve unit for the precise parking stage includes the train precise parking speed curve. The formula for the train precise parking speed curve is:

[0035]

[0036] Among them, a st It is the deceleration of the train when it is parked and braked, and stop is the parking point.

[0037] The recommended curve integration unit is used to generate the recommended speed curve and the train automatic operation trigger braking curve; the recommended speed curve calculation formula is:

[0038] v ATO =min(v st ,v SBI ).

[0039] The calculation formula for the train automatic operation trigger braking curve is:

[0040] v ATOBI =vSBI -Δv.

[0041] Preferably, the protection section module includes constructing a dynamic model of the train, and the equation of the dynamic model of the train is:

[0042]

[0043] Where M represents the mass of the train, x, Represent the train position, speed and acceleration respectively; is the Davis formula, which represents the friction resistance (basic resistance) of the train; g(x,t) represents the slope and curvature resistance, as well as other uncertain resistance factors encountered by the train during operation.

[0044] Preferably, it also includes: a database for storing line data, train data, and signal system data.

[0045] An electronic device comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the single-vehicle traction simulation method taking into account the protection zone model as described in any one of the above items is implemented.

[0046] A computer program product includes a computer program, characterized in that when the computer program is executed by a processor, it implements the single-vehicle traction simulation method considering the protection zone model as described in any one of the above items.

[0047] The beneficial effects of the single-vehicle traction simulation system and assembly method that take into account the protection section model provided by the present invention are: compared with the existing technology, the single-vehicle traction simulation method and system that take into account the protection section model of the present invention fully consider the various influencing parameters that the train is subject to during operation, can calculate the ATP protection speed curve and the ATO recommended speed curve of the train, and simulate the operation of the train on the line. Through simulation calculation, the system can output a number of operating parameters including speed, position, acceleration, traction, resistance, etc. Based on these data, users can conduct a detailed analysis of the impact of each parameter on the train operation, thereby supporting the optimization of the train operation strategy and improving the overall performance and safety of the rail transit system. The system provided by the present invention can fully simulate the operating status of the train on the actual line, and accurately calculate the key parameters of the system, so as to provide a scientific basis for the simulation analysis and optimization of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0049] Figure 1 A flowchart of a single-vehicle traction simulation method considering a protection zone model provided by an embodiment of the present invention;

[0050] Figure 2 A structural block diagram of a single-vehicle traction simulation system considering a protection zone model provided by an embodiment of the present invention;

[0051] Figure 3 A structural block diagram of an ATO module used in a single-vehicle traction simulation system considering a protection zone model provided in an embodiment of the present invention.

[0052] In the figure: 1. ATP module; 2. ATO module; 3. Protection zone module; 4. Simulation calculation module; 5. Database. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0054] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0055] Below, in conjunction with the accompanying drawings, a single-vehicle traction simulation method and system considering the protection zone model provided in the embodiment of the present application are described in detail through specific embodiments and their application scenarios.

[0056] ATP speed curve: The maximum allowable train speed curve calculated by the ATP system ensures that the train runs within a safe range.

[0057] ATO speed curve: The target speed curve calculated based on the train operation plan and line conditions, used to guide automatic train operation.

[0058] Train dynamics model: A mathematical model used to describe the mechanical behavior of a train during operation. It typically includes factors affecting train motion, such as traction, resistance, train weight, and acceleration. This model is the basis for calculating train operating parameters and performing simulations.

[0059] Traction force: The driving force generated by the train's traction device, used to overcome various resistances encountered during the train's operation and provide acceleration.

[0060] Resistance: The reverse force exerted on the train during its operation, mainly including air resistance, curve resistance, slope resistance and rolling resistance.

[0061] Simulation: Computer technology is used to simulate and analyze the train's motion state under actual operating conditions to evaluate the train's operating performance and optimize the operation plan.

[0062] Speed ​​curve: A curve that describes the change of train speed over time or position, which is the key basis for train operation control and optimization.

[0063] Emergency braking curve: refers to the trajectory of train speed changes after the emergency brake is triggered under the most unfavorable conditions during train operation. It is the critical speed at which danger occurs during train operation.

[0064] Emergency Braking Trigger Curve: This refers to the curve that triggers emergency braking using the train's ATP. This curve indicates that if the train speed exceeds the curve's requirements, emergency braking is triggered. The emergency braking trigger curve for a train in the target speed supervision zone should ensure that the train does not exceed the emergency braking curve after undergoing acceleration, constant speed, and deceleration.

[0065] The service brake triggering curve refers to the curve where the train's ATP triggers the service brake. This means that if the train speed exceeds the curve's requirements, the service brake is triggered. The service brake triggering speed at any given moment follows the same pattern as the emergency brake triggering speed before hitting the emergency brake triggering curve.

[0066] v EBI :Emergency Brake Intervention Speed;

[0067] v SBI : Service Brake Intervention Speed;

[0068] Please also refer to Figures 1 to 3The present invention provides a single-vehicle traction simulation method that takes into account a protection zone model. The single-vehicle traction simulation method that takes into account a protection zone model includes the following steps:

[0069] Step S1, obtaining line data, train data, and signal system data;

[0070] Step S2: Based on the line speed limit, train speed limit data, and the train braking model (the train braking model adopts the braking model mentioned in the IEEE1474.1 standard), the highest speed limit curve (ceiling speed curve) is obtained. The emergency braking trigger curve is calculated with the end of the protection section as the end point to ensure that the ceiling speed curve will not be exceeded after passing through the braking model. Similarly, the ATP (Automatic Train Protection) speed curve is calculated based on the emergency braking trigger curve.

[0071] Step S3: Based on the ATP speed curve, with the stopping point as the end point and considering the train braking rate, the ATO (Automatic Train Operation) speed curve is obtained. When the braking rate is determined, the protection section length is adjusted so that the ATO curve is below the ATP curve to obtain the protection section length.

[0072] Step S4: Based on the ATO speed curve, in the acceleration phase, when the speed is lower than the ATO speed curve, traction force is applied based on the traction characteristic curve and the PID controller. The train is controlled by the PID controller in the cruising phase. In the braking phase, braking force is applied to the train based on the braking characteristic curve and the PID controller, and finally a simulation operation curve is obtained;

[0073] Step S5: Modify the data, input the modified data into step S2 and repeat the process from step S2 to step S4 to obtain simulation curves and data under different parameters; based on the multiple data calculated, analyze the influence of the parameters; the parameters include: time, speed, position, acceleration, and the length of the protection zone.

[0074] The present invention provides a single-vehicle traction simulation method that takes into account a protection zone model. This method calculates an ATP speed curve based on line speed limits, train speed limit data, and a train braking model. Based on the ATP speed curve, an ATO speed curve is calculated using an ATO algorithm. The train simulation curve, based on the ATO speed curve, generates a simulated operation curve using a precise control algorithm. By modifying the data and repeating the above process, simulation curves and data under different parameters can be obtained. This allows analysis of the parameters that achieve optimal results.

[0075] The present invention also provides a single-vehicle traction simulation system that takes into account a protection section model, which is used to implement the steps in the single-vehicle traction simulation method that takes into account a protection section model described above, including: an ATP module 1, an ATO module 2, a protection section module 3, and a simulation calculation module 4. The ATP module 1 is used to calculate the emergency braking speed and the target speed monitoring area speed of the train in real time, and generate an emergency braking trigger curve and a common braking trigger curve based on the calculation results of the speed supervision area. The ATO module 2 is used to calculate the ATO speed curve through the ATO algorithm based on the ATP speed curve and the train braking model; and to realize the automatic speed regulation process by calling the recommended speed curve under the corresponding operating level; the protection section module 3 is used to obtain the shortest protection section length through the protection section model; the simulation calculation module 4 is used to integrate the train dynamics model, line data, and signal system parameters, dynamically simulate the train operation status, and output key parameters.

[0076] As a specific implementation of an embodiment of the present invention, a single-vehicle traction simulation system considering a protection zone model further includes a database 5 for storing line data, train data, and signal system data.

[0077] As a specific implementation of the embodiment of the present invention, please refer to Figures 1 to 3 ATP module 1 is used to calculate the train's emergency braking speed and target speed monitoring zone speed in real time. Based on the speed monitoring zone calculation results, it generates the Emergency Brake Intervention Speed ​​(EBISpd) and Service Brake Intervention Speed ​​(SBISpd) curves. The ATP module ensures that trains always operate within a safe range. Specifically, the ATP module includes a Ceiling Speed ​​Monitoring (CSM) unit, a Target Speed ​​Monitoring (TSM) unit, an Emergency Brake Intervention Speed ​​curve unit, and a Service Brake Intervention Speed ​​curve unit.

[0078] Roof speed supervision area unit, used to obtain the speed v of the roof speed supervision area CSMEB curve;

[0079] Among them, the speed v in the roof speed supervision area CSMEB The curve is:

[0080] v CSMEB =min(v le ,v li ,v t )-e ms

[0081] Among them, e ms is the speed measurement error. le is the static speed of the line, v li is the first temporary speed limit, v t This is the second temporary speed limit.

[0082] Target speed supervision area unit, used to obtain the speed v of the target speed supervision area TSMEB curve;

[0083] Among them, the speed v of the target speed supervision area TSMEB The curve is:

[0084]

[0085] Among them, v ts is the target speed of the train, L = s tar -s, s is the current position of the train, s tar is the target position of the train; a br is the braking rate of the train, and e is the train position error. When the target point is the starting point of the temporary speed limit, S tar =S lis ; When the target point is the end point of the driving permit, S tar The calculation formula is as follows:

[0086]

[0087] S lis is the starting point of the temporary speed limit, l ol is the length of the protection zone, s risk Danger point (end of driving permit)

[0088] It should be noted that S tar It is related to the division of overlap (protection zone). In this case, the mobile authorization point is generally set to the end point of the first logical segment of the protection zone.

[0089] Emergency brake trigger curve unit, used to obtain emergency brake speed EBSpd curve;

[0090] Among them, the emergency braking speed v EB The curve is:

[0091] v EB =min(v CSMEB v TSMEB ).

[0092] The train's emergency braking trigger curve v in the ceiling speed monitoring area CSMEBI For: v CSMEBI =v EB -a1·T AB ,

[0093] Among them, the acceleration of the train in the acceleration phase is a1, and the acceleration time is T AB .

[0094] The train's emergency braking trigger curve in the target speed monitoring area should be such that the train still does not exceed the emergency braking curve after going through the acceleration-constant speed-deceleration stage, and the target speed monitoring area speed v is obtained. EBI Model:

[0095]

[0096] Where t1 represents the train acceleration time caused by driver reaction, onboard ATP response, and traction cut-off delay, and t2 represents the time when the train maintains a constant speed when emergency braking is requested and when emergency braking is established.

[0097] Combining the speed curves of the ceiling speed monitoring area and the target speed monitoring area, we have:

[0098] v EBI =min(v CSMEBI ,v TSMEBI ).

[0099] Common brake trigger curve unit, used to obtain the common brake trigger speed v of the train SBI Curve. Among them, v SBI =min(v CSMSBI ,v TSMSBI ).

[0100] Normal braking trigger speed v in the roof speed monitoring area CSMSBI for:

[0101] v CSMSBI =v EBI -a1t.

[0102] Normal braking trigger speed v in target speed monitoring area TSMSBI for:

[0103]

[0104] Where t4 represents the train acceleration time caused by driver reaction, onboard ATP response, and traction cut-off delay, and t5 represents the time when the train maintains a constant speed when emergency braking is requested and when emergency braking is established.

[0105] It should be noted that the emergency braking curve is divided into the ceiling speed supervision zone and the target speed supervision zone. The ceiling speed supervision zone refers to the stage where the train speed is constant. The target speed supervision zone refers to the stage where the train brakes to the target point or target speed. The emergency braking curve is never reached during the operation of a train with ATP protection. In the train safety braking model, the highest speed stage is the uniform speed stage, and the train speed during this uniform speed stage must be kept below the train speed limit.

[0106] According to the safety braking model, the emergency braking of a train under the most unfavorable conditions can be divided into five stages, namely A, B, C, D, and E, from the detection of overspeed to complete braking and stopping.

[0107] As a specific implementation of the embodiment of the present invention, please refer to Figures 1 to 3 , the ATO module 2 is used to realize the automatic speed regulation process by calling the recommended speed curve under the corresponding operating level. Specifically, during the operation of the ATO module, by calling the recommended speed curve under the corresponding operating level, the ATO module uses the speed curve as a target to realize the automatic speed regulation process and control the train to run comfortably and smoothly between stations. According to the position of the train on the track, the ATO allowed speed function provides a suitable speed to the ATO speed controller. The cruise / coasting function of the ATO adjusts the allowed train speed according to energy-saving requirements. The ATO curve includes an acceleration phase, a speed maintenance phase, a stop phase and other curves to connect these phases. The speed curves corresponding to different operating levels have different maximum speeds, and these speed curves intersect with the station stop phase.

[0108] Train traction and braking characteristics: Generally speaking, train traction is divided into constant force stage and constant power stage. We use the function ψ(a max ,b max ,v) represents the characteristics of the train's traction and braking as the speed changes: when the train speed is relatively low, the traction motor can output a constant traction force; as the train speed increases, the traction motor output power reaches saturation and maintains a constant power stage.

[0109] The recommended speed curve is generated based on the speed protection curve, the operating level (i.e. the corresponding planned operating time) and the train traction and braking characteristics. When calculating the ATO recommended speed in urban rail, it can be divided into three stages: the ceiling speed monitoring area, the target speed monitoring area and the precise parking stage. In the ceiling speed monitoring area and the target speed monitoring area, the ATO recommended speed curve can directly take the commonly used braking trigger curve. In the precise braking parking stage, the train is parked at a parking brake deceleration of a. s Brake.

[0110] The ATO module includes: a ceiling speed monitoring area (CSM) recommended curve unit, a target speed monitoring area (TSM) recommended curve unit, a precise parking stage recommended curve unit, and a recommended curve integration unit.

[0111] The recommended curve unit for the roof speed monitoring area is calculated using the brake trigger curve formula v SBI .

[0112] The target speed monitoring area recommends a curve unit, using the brake trigger curve calculation formula v SBI .

[0113] The recommended curve unit for the precise stopping stage, including the train precise stopping speed (braking speed) curve, is:

[0114]

[0115] Among them, a st It is the deceleration of the train when it is parked and braked, and stop is the parking point.

[0116] Recommended curve integration unit, used to generate recommended speed curve v ATO And ATO trigger braking curve v ATOBI , where the recommended speed curve ATOSpd formula is:

[0117] v ATO =min(v st ,v SBI ).

[0118] ATO trigger braking curve v ATOBI for:

[0119] v ATOBI =v SBI -Δv

[0120] Where Δv is the speed measurement error.

[0121] As a specific implementation of the embodiment of the present invention, please refer to Figures 1 to 3 , the protection section module 3 is used to obtain the protection section through the protection section model. The protection section is used to ensure that the ATO braking speed curve is always below the ATP protection speed curve. During the train stop process, the ATP safety protection curve should not affect this stop curve. When the train starts to stop and brake, ATP provides an authorized speed higher than the stop speed. When the safety stop point and the platform stop point coincide, the ATO braking curve will be completely or partially above the ATP protection curve (common braking trigger curve). The purpose of setting the protection section is to ensure that the ATO braking speed curve is always below the ATP protection speed curve by keeping a reasonable distance between the safety stop point and the normal braking stop point.

[0122] The length of the protection zone is positively correlated with the braking rate of the train. At different speeds, the distance difference between the ATO braking speed curve and the ATO trigger braking curve can be obtained by the following formula:

[0123] Δs=s ATOBI -s ATO ;

[0124] Among them, s ATOBI is the ATO braking speed curve, s ATO Triggering the braking curve for ATO

[0125] In order to ensure that the train parking brake curve is always below the brake trigger curve, there are:

[0126] Δs≤S ol ;

[0127] Among them, S ol is the length of the protection zone;

[0128] S ol =MA-stop; where stop is the stopping point and MA is the driving permission point, which is the stopping point plus the length of the protection section. In the worst case, the train cannot exceed MA;

[0129] v SBI With s SBI Regarding, assuming that its functional relationship is f(x), that is:

[0130] v SBI =f(s SBI )

[0131] Similarly, according to the formula, we have:

[0132] v ATO =g(s ATO )

[0133] When the ATO braking speed curve and the ATO trigger braking section speed are the same, the distance difference between the two curves is:

[0134] Δs=s ATOBI -s ATO =f -1 (v SBI -Δv)-g -1 (v ATO );

[0135] Among them, v SBI -Δv=v ATP .

[0136] When the length of the protection zone is reduced to S' olIf the train still stops at the previous braking deceleration, there may be Δs ≥ S′ ol , causing the train's ATO braking curve to be partially or completely above the ATO braking trigger curve, causing the train to trigger the common brake and be unable to stop accurately.

[0137] Therefore, it is necessary to determine the current protection zone S′ ol The braking rate of the train can be adjusted according to the length of the train. The new parking brake rate can be calculated according to the following formula:

[0138] max{Δs}≤S′ ol

[0139] Right now:

[0140] f -1 (v SBI -Δv)-g -1 (v ATO )≤S' ol

[0141] It can be seen that the length of the protection section is positively correlated with the train braking rate. When the protection section decreases, the train braking rate also decreases, the train braking distance increases, and the train travel speed decreases.

[0142] When the train braking rate is determined, in order to make the ATO curve above the SBI curve, it is known that:

[0143]

[0144]

[0145] The shortest protection zone length can be obtained by making the above formula greater than zero.

[0146] Based on the recommended speed curve, the ATO module's speed adjustment module (Automatic Train Tracking Control) adjusts the ATO controller output based on information such as speed error and the train's dynamics model, ensuring the train accurately tracks the recommended speed curve. The train's dynamics model is the foundation of speed tracking control. The train's dynamics model can be expressed as the following second-order equation:

[0147]

[0148] Where M represents the mass of the train, x, represent the train position, velocity and acceleration respectively. The resistance f experienced by the train consists of two parts: (1) is the Davis formula, which represents the friction resistance (basic resistance) experienced by the train, a is the first weight coefficient, b is the second weight coefficient, and c is the third weight coefficient; (2) g(x, t) represents the slope and curvature resistance experienced by the train during operation, as well as other uncertain resistance factors (additional resistance).

[0149] The ATO tracking control problem is to use the real-time feedback information (train speed, position, time, speed error, protection speed) received during the train operation to judge the train operation status and calculate and output appropriate controller commands (such as Figure 3 (as shown), ensuring that the train accurately tracks the target speed curve, making the train run on time, efficiently and comfortably.

[0150] As a specific implementation of the embodiment of the present invention, please refer to Figures 1 to 3 Simulation module 4 integrates the train dynamics model, line data, and signal system parameters to dynamically simulate the train's operating status and output key parameters such as speed, position, and traction. Simulation module 4 performs the following steps: the controller receives input signals such as the target speed and current speed and position; the PID control algorithm calculates the control output u based on the input signals; the traction / braking force is generated from the output u and input into the dynamics model; the dynamics model calculates the train acceleration using Newton's second law to obtain the train speed; and the train speed is further fed back to the controller.

[0151] The present invention provides a single-vehicle traction simulation system that takes into account the protection section model. Compared with the existing technology, it fully considers the various influencing parameters that the train is subject to during operation, can calculate the ATP protection speed curve and the ATO recommended speed curve of the train, and simulate the operation of the train on the line. Through simulation calculations, the system can output multiple operating parameters including speed, position, acceleration, traction, resistance, etc. Based on these data, users can conduct a detailed analysis of the impact of each parameter on the train operation, thereby supporting the optimization of the train operation strategy and improving the overall performance and safety of the rail transit system. The system provided by the present invention can fully simulate the operating status of the train on the actual line and accurately calculate the key parameters of the system, so as to provide a scientific basis for the simulation analysis and optimization of train operation.

[0152] This invention considers driver reaction time, braking, and traction establishment time in the braking model (the braking model is based on the IEEE 1474.1 standard). Simulation data focuses on the impact of protection zones on train travel time. A protection zone calculation model has been developed that can calculate the shortest protection zone under a given braking rate. By analyzing the impact of different protection zones on train travel time, the appropriate design length of the protection zone can be analyzed, significantly reducing civil engineering scale and construction costs.

[0153] This invention provides a single-vehicle traction simulation method and system that considers protection zone models, providing designers with an intuitive and easy-to-use platform to support in-depth research on train operating conditions and control systems. By dynamically simulating train operation, high-precision data is generated, providing a scientific basis for evaluating and optimizing line control systems. Analysis of the impact of protection zone length on train operation provides a reference for protection zone design.

[0154] An embodiment of the present invention also provides an electronic device, comprising: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, the various processes of the above-mentioned embodiment of a single-vehicle traction simulation method considering a protection zone model are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0155] An embodiment of the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the various processes of the above-mentioned embodiment of a single-vehicle traction simulation method considering a protection zone model are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0156] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0157] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, apparatus, or computer program products. Thus, embodiments of the present invention may take the form of a fully hardware embodiment, a fully software embodiment, or an embodiment combining software and hardware. Furthermore, embodiments of the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0158] The embodiments of the present invention are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the process in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1A device that provides the functions specified in a block or multiple blocks.

[0159] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0160] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0161] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic creative concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

Claims

1. A single vehicle traction simulation method considering a protection zone model, characterized in that: The following steps are involved: S1. Obtain line data, train data, and signal system data; S2. Obtaining a train automatic protection speed curve based on line speed limit, train data, and train braking model; S3. Based on the train automatic protection speed curve and the train braking model, obtain the train automatic operation speed curve and the protection section length; S4. Based on the automatic train running speed curve, a simulated train running curve is obtained.

2. A single vehicle traction simulation method considering a protection zone model according to claim 1, characterized in that: Also includes: Modify the data, input the modified data into step S2 and repeat the process from step S2 to step S4 to obtain simulation curves and data under different parameters; Based on the multiple calculated data, the influence of parameters is analyzed; the parameters include: one or more of time, speed, position, acceleration, and length of the protection zone.

3. A single-vehicle traction simulation system considering a protection zone model, used to implement the steps of a single-vehicle traction simulation method considering a protection zone model as described in any one of claims 1 to 2, characterized in that: include: The ATP module is used to calculate the train's emergency braking speed and target speed monitoring zone speed in real time, and generate the emergency braking trigger curve and the common braking trigger curve based on the calculation results of the speed supervision zone. The ATO module is used to calculate the train automatic operation speed curve based on the train automatic protection speed curve and the train braking model; and realize the automatic speed regulation process by calling the recommended speed curve under the corresponding operation level; A protection zone module is used to obtain the protection zone through the protection zone model; The simulation calculation module is used to integrate the train dynamics model, line data, and signal system parameters, dynamically simulate the train operation status, and output key parameters.

4. A single vehicle traction simulation system considering a protection zone model as claimed in claim 3, characterized in that: The ATP module includes: A roof speed supervision area unit is used to obtain a speed curve of a roof speed supervision area; Among them, the speed curve of the roof speed supervision area is: v CSMEB =min(v le ,v li ,v t )-e ms ; Among them, e ms is the speed measurement error; v le is the static speed of the line, v li is the first temporary speed limit, v t It is the second temporary speed limit; A target speed supervision area unit is used to obtain a speed curve of a target speed supervision area; Among them, the speed curve of the target speed supervision area is: Among them, v ts is the target speed of the train, L = s tar -s, s is the current position of the train, s tar is the target position of the train; a br is the braking rate of the train, e is the train position error; Emergency braking trigger curve unit, used to obtain emergency braking speed curve; The common brake triggering curve unit is used to obtain the common brake triggering speed SBISpd curve of the train.

5. A single vehicle traction simulation system considering a protection zone model as claimed in claim 4, characterized in that: The emergency braking trigger curve unit also includes an emergency braking trigger curve for obtaining the train in the ceiling speed monitoring area.

6. A single vehicle traction simulation system considering a protection zone model as claimed in claim 5, characterized in that: The ATO module includes: Recommended curve unit for roof speed monitoring area, calculation formula is the same as that of brake trigger curve calculation formula v SBI same; Target speed monitoring area recommended curve unit, calculation formula and brake trigger curve calculation formula v SBI same; The recommended curve unit for the precise parking stage includes the train precise parking speed curve. The recommended curve integration unit is used to generate the recommended speed curve and the train automatic operation triggering braking curve.

7. A single vehicle traction simulation system considering a protection zone model as claimed in claim 6, characterized in that: The protection section module includes building a dynamic model of the train. The equation of the dynamic model of the train is: Where M represents the mass of the train, x, Represent the train position, speed and acceleration respectively; is the Davis formula, which represents the friction resistance of the train; g(x,t) represents the slope, curvature resistance, and other resistance factors encountered by the train during operation.

8. A single vehicle traction simulation system considering a protection zone model according to any one of claims 3 to 7, characterized in that: Also includes: Database, used to store line data, train data, and signal system data.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the single-vehicle traction simulation method considering the protection zone model as described in any one of claims 1 to 2 is implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the single-vehicle traction simulation method considering the protection zone model as described in any one of claims 1 to 2 is implemented.

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