Train traction acceleration control method and device, medium and electronic equipment

Abstract

The invention discloses a train traction acceleration control method and device, a medium and electronic equipment, and the method comprises the steps: determining the current acceleration of a to-be-controlled train according to the train speed obtained from an automatic train operation system in two continuous statistical periods; determining an expected acceleration for the to-be-controlled train based on the train speed, the road gradient and the train weight of the to-be-controlled train; if the difference value between the current acceleration and the expected acceleration is larger than the acceleration threshold value, compensation acceleration is determined based on the current acceleration, and the statistical period is adjusted based on the train speed; and based on the train speed and the compensation acceleration, a traction level is inquired from a traction braking force table corresponding to the to-be-controlled train, so that the target traction at the traction level is adopted to perform acceleration control on the to-be-controlled train. According to the technical scheme, the train operation efficiency and the train operation safety can be improved.

Description

Technical Field

[0001] The present application relates to the field of rail transit safety technology, and specifically to a train traction acceleration control method, device, medium and electronic equipment. Background Art

[0002] Train traction acceleration control is one of the important functions of ATO (Automatic Train Operation). Currently, train traction acceleration control is mainly performed based on the traction braking force table.

[0003] However, the traction braking force table is developed for a specific train series and does not take into account the differences in traction braking characteristics between individual trains within the series. Using only the traction braking force table to control train acceleration can result in slower train acceleration, causing a significant difference between the actual train speed and the ATO's estimated speed, impacting train operating efficiency. Summary of the Invention

[0004] The present application provides a train traction acceleration control method, device, medium and electronic equipment, which can achieve the purpose of improving train operation efficiency and train operation safety.

[0005] According to a first aspect of the present application, a train traction acceleration control method is provided, the method comprising:

[0006] Determine the current acceleration of the train to be controlled based on the train speed obtained from the automatic train operation system within two consecutive statistical periods;

[0007] determining an expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled;

[0008] If the difference between the current acceleration and the expected acceleration is greater than an acceleration threshold, determining a compensation acceleration based on the current acceleration and adjusting the statistical period based on the train speed;

[0009] Based on the train speed and the compensation acceleration, a traction force level is queried from a traction braking force table corresponding to the train to be controlled to perform acceleration control on the train to be controlled using a target traction force at the traction force level.

[0010] According to a second aspect of the present application, a train traction acceleration control device is provided, the device comprising:

[0011] A current acceleration determination module is used to determine the current acceleration of the train to be controlled based on the train speed obtained from the train automatic operation system within two consecutive statistical periods;

[0012] an expected acceleration determination module, configured to determine an expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled;

[0013] a compensation acceleration determination module, configured to determine a compensation acceleration based on the current acceleration and adjust the statistical period based on the train speed if a difference between the current acceleration and the expected acceleration is greater than an acceleration threshold;

[0014] The traction force query module is used to query the traction force level from the traction braking force table corresponding to the train to be controlled based on the train speed and the compensation acceleration, so as to adopt the target traction force under the traction force level to perform acceleration control on the train to be controlled.

[0015] According to the third aspect of the present invention, an embodiment of the present application provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the train traction acceleration control method as described in the embodiment of the present application is implemented.

[0016] According to the fourth aspect of the present invention, an embodiment of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the computer program, the train traction acceleration control method as described in the embodiment of the present application is implemented.

[0017] According to the fifth aspect of the present application, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the train traction acceleration control method as described in the embodiment of the present application.

[0018] The technical solution of this application calculates current acceleration using a statistical cycle as a unit. This not only conforms to the fundamental fact that speed, traction, and acceleration constantly change during train operation, but also avoids the problem of being unable to effectively measure whether the current acceleration of the controlled train meets the standard within a certain period of time due to rapid acceleration changes. This application considers train weight, train speed, and road slope when determining the expected acceleration, ensuring the accuracy of the expected acceleration. This application improves the robustness of the train traction acceleration control method by setting an acceleration threshold and using it to measure whether the current acceleration meets the standard. If the current acceleration does not meet the standard, this application determines a compensation acceleration based on the current acceleration and uses this compensation acceleration to compensate for the acceleration of the controlled train. This can avoid excessive coupler pull force and coupler breakage caused by excessive traction during the controlled train's traction acceleration, thereby improving train operation safety and efficiency. After the initial acceleration compensation, this application adjusts the statistical cycle based on the speed of the controlled train. Dynamic compensation of the acceleration of the train to be controlled is achieved, avoiding compensation of acceleration at fixed intervals, which would result in excessive acceleration of the train to be controlled. This ensures the train's operating efficiency and improves its operating safety.

[0019] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present application, nor is it intended to limit the scope of the present application. Other features of the present application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0021] Figure 1 is a flow chart of a train traction acceleration control method provided in accordance with the first embodiment;

[0022] Figure 2 is a schematic diagram of a method for determining current acceleration according to embodiment 1;

[0023] Figure 3 is a flow chart of a train traction acceleration control method provided in accordance with the second embodiment;

[0024] Figure 4 This is a structural diagram of a train traction acceleration control device provided in Example 3 of the present application;

[0025] Figure 5This is a structural diagram of an electronic device provided in Example 4 of the present application. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0027] It should be noted that the terms "first", "second", "target" and "candidate" in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] Example 1

[0029] Figure 1 This is a flow chart of a train traction acceleration control method provided according to the first embodiment. This embodiment is applicable to controlling a train in a traction acceleration phase in a scenario of automatic train driving.

[0030] like Figure 1 As shown, the method includes:

[0031] S110 . Determine the current acceleration of the train to be controlled based on the train speed obtained from the automatic train operation system within two consecutive statistical periods.

[0032] S120. Determine an expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled.

[0033] S130: If the difference between the current acceleration and the expected acceleration is greater than an acceleration threshold, determine a compensation acceleration based on the current acceleration and adjust the statistical period based on the train speed.

[0034] S140. Based on the train speed and the compensation acceleration, query the traction force level from the traction braking force table corresponding to the train to be controlled to use the target traction force at the traction force level to perform acceleration control on the train to be controlled.

[0035] A statistical cycle includes at least two control cycles, and the automatic train operation system outputs a set of train speeds during each control cycle. Two consecutive statistical cycles can be referred to as the first cycle and the second cycle, respectively. The current acceleration of the train to be controlled is determined based on the train speed obtained from the automatic train operation system during the first cycle and the train speed obtained from the automatic train operation system during the second cycle.

[0036] The train to be controlled refers to a train in the traction acceleration phase. Optionally, the train to be controlled is a heavily loaded train. Optionally, during the automatic driving control process, whether the train is in the traction acceleration phase is determined based on the train speed and the current speed limit. If the speed difference between the current speed limit and the train speed is greater than a speed threshold, the train is determined to be in the traction acceleration phase. Otherwise, the train is in the cruising phase. The specific value of the speed threshold is determined based on actual conditions and is not limited here.

[0037] Calculating the current acceleration in units of statistical periods not only conforms to the basic fact that the speed, traction, and acceleration of a train are constantly changing during operation, but also avoids the problem of being unable to effectively measure whether the current acceleration of the train to be controlled meets the standard within a certain period of time due to excessively rapid acceleration changes.

[0038] The train speed reflects the current speed of the train to be controlled. The train speeds obtained from the automatic train operation system over two consecutive statistical cycles include at least two sets. The train speed closest to the current moment is used to determine the expected acceleration of the train to be controlled.

[0039] To ensure the stability of the train traction acceleration control algorithm, the train speed is binned into at least two speed ranges. For example, the train speed is binned into fixed speed ranges, such as 5 km / h. Based on the train speed, the speed range in which the train to be controlled is currently located can be determined.

[0040] Expected acceleration refers to the acceleration that the controlled train needs to achieve within different speed ranges. The expected acceleration is related to the train speed and weight of the controlled train, as well as the road gradient.

[0041] Based on the relative magnitude relationship between the current acceleration and the expected acceleration, it is possible to measure whether the current acceleration of the train to be controlled meets the standard. Optionally, if the difference between the current acceleration of the train to be controlled and the expected acceleration is less than or equal to an acceleration threshold, it is determined that the current acceleration of the train to be controlled has met the standard; if the difference between the current acceleration of the train to be controlled and the expected acceleration is greater than the acceleration threshold, it is determined that the current acceleration of the train to be controlled has not met the standard. The specific value of the acceleration threshold is not limited here and is determined based on actual conditions.

[0042] If the current acceleration of the train to be controlled does not meet the standard, the acceleration of the train to be controlled needs to be compensated. Optionally, the compensation acceleration is determined based on the current acceleration.

[0043] After the compensation acceleration is determined, the train speed and compensation acceleration of the train to be controlled are used as query conditions to query the traction and braking force table corresponding to the train to be controlled. The traction force level corresponding to the compensation acceleration is obtained. The traction force level is used to accelerate the train to be controlled, so that the actual acceleration of the train to be controlled approaches the expected acceleration, thereby compensating for the acceleration.

[0044] The reason why the compensation acceleration is determined based on the current acceleration, rather than directly using the expected acceleration as the compensation acceleration, is because an increase in acceleration generally benefits from an increase in traction. However, during the traction acceleration of the train to be controlled, excessive traction can easily lead to excessive coupler pull force, resulting in coupler breakage and affecting the safety of the train's operation. Therefore, it is necessary to compensate for the acceleration in small amounts and multiple times so that the current acceleration gradually approaches the expected acceleration, thereby achieving dynamic compensation for the acceleration. In other words, the initial compensation for acceleration generally cannot make the acceleration of the train to be controlled meet the standard, and it is necessary to compensate again based on the acceleration of the train to be controlled. The present application adopts a continuous compensation method to compensate for the acceleration of the train to be controlled, that is, the acceleration of the train to be controlled is compensated once every statistical period.

[0045] Because higher train speeds require less acceleration, compensating for acceleration at fixed intervals can lead to excessive acceleration, causing the controlled train to accelerate too quickly. Therefore, after the initial acceleration compensation, the duration of the statistical cycle needs to be adjusted. Optionally, the duration of the statistical cycle can be set to increase as train speed increases.

[0046] In a specific embodiment, the train to be controlled is an SS4B train, and its corresponding traction braking force table is shown in Table 1. Table 1 describes the correspondence between train speed and traction force at different traction force levels. The rows in Table 1 correspond to different train speeds, and the columns correspond to traction force at different traction force levels. The SS4B train utilizes a constant current and constant power traction characteristic, meaning that the train can provide high traction force at low speeds. As speed increases, the traction force gradually decreases, but the power remains constant.

[0047] Table 1

[0048]

[0049] Table 1 shows that, given a given train speed, different traction levels produce different traction forces. For example, at a train speed of 1 km / h, traction forces at levels T1 and T10 correspond to 0 kN, while traction forces at levels 30 (T30), 60 (T60), 70 (T70), and 100 (T100) correspond to 156.70 kN, 437.86 kN, 579.58 kN, and 628 kN, respectively.

[0050] If the train weight of the train to be controlled is known, Table 1 can be converted into a correspondence between train speed and acceleration at different traction force levels based on Newton's second law. Using train speed and compensation acceleration as query conditions, the traction force level corresponding to the compensation acceleration can be found in Table 1. The traction braking force table is configured based on a traction braking model, where the traction braking model is designed based on the traction braking characteristics. It should be noted that Table 1 is obtained by expanding the traction force levels of the train to be controlled from 10 to 100. Due to space limitations, not all 100 traction force levels are expanded; only a few traction force levels are shown for illustrative purposes.

[0051] The technical solution of this application calculates current acceleration using a statistical cycle as a unit. This not only conforms to the fundamental fact that speed, traction, and acceleration constantly change during train operation, but also avoids the problem of being unable to effectively measure whether the current acceleration of the controlled train meets the standard within a certain period of time due to rapid acceleration changes. This application considers train weight, train speed, and road slope when determining the expected acceleration, ensuring the accuracy of the expected acceleration. This application improves the robustness of the train traction acceleration control method by setting an acceleration threshold and using it to measure whether the current acceleration meets the standard. If the current acceleration does not meet the standard, this application determines a compensation acceleration based on the current acceleration and uses this compensation acceleration to compensate for the acceleration of the controlled train. This can avoid excessive coupler pull force and coupler breakage caused by excessive traction during the controlled train's traction acceleration, thereby improving train operation safety and efficiency. After the initial acceleration compensation, this application adjusts the statistical cycle based on the speed of the controlled train. Dynamic compensation of the acceleration of the train to be controlled is achieved, avoiding compensation of acceleration at fixed intervals, which would result in excessive acceleration of the train to be controlled. This ensures the train's operating efficiency and improves its operating safety.

[0052] In an optional embodiment, the determining of the expected acceleration for the train to be controlled based on the train speed, the road slope and the train weight of the train to be controlled includes: determining the maximum acceleration of the train to be controlled based on the train weight of the train to be controlled and the correspondence between acceleration and vehicle weight; determining the speed correction coefficient of the maximum acceleration based on the train speed and the correspondence between acceleration and speed limit, and correcting the maximum acceleration with the speed correction coefficient to obtain a corrected acceleration; determining the resistance acceleration of the train to be controlled based on the train speed and the correspondence between acceleration and speed; determining the slope acceleration of the train to be controlled based on the road slope and the correspondence between acceleration and slope; and determining the expected acceleration for the train to be controlled based on the corrected acceleration, the resistance acceleration and the slope acceleration.

[0053] The correspondence between acceleration and vehicle weight describes the inverse proportional relationship between maximum acceleration and train weight. Once this correspondence is known, the maximum acceleration corresponding to different traction levels can be calculated for the controlled train based on the train weight. This correspondence between acceleration and vehicle weight is determined based on the vehicle weight range and acceleration range.

[0054] Optionally, set the vehicle weight range to 180t-10000t and the acceleration range to [a1, a2]. The correspondence between acceleration and vehicle weight can be expressed as Optionally, set a1 = 30 cm / s 2 , a2=10cm / s 2 Substituting a1 and a2, the corresponding relationship between acceleration and vehicle weight can be converted to,

[0055] The corresponding relationship between acceleration and speed limit describes the situation in which the closer the train speed is to the speed limit, the smaller the acceleration the train needs to achieve during the train traction acceleration process. Indicates the speed correction coefficient of the maximum acceleration. Optionally, the speed correction coefficient is used as a weight to weight the maximum acceleration, and the weighted result is determined as the corrected acceleration.

[0056] The corrected acceleration can be expressed as

[0057] The correspondence between acceleration and velocity can be used to calculate the drag acceleration. Optionally, a resis =2.25+0.0019v+0.00038v 2 Indicates the correspondence between acceleration and speed. When the correspondence between acceleration and speed is known, substitute the train speed into a resis =2.25+0.0019v+0.00038v 2 The resistance acceleration of the train can be controlled.

[0058] The road slope refers to the slope of the train to be controlled at the current moment. The corresponding relationship between acceleration and speed can be: 1‰ slope is equivalent to 0.01m / s 2 When the correspondence between acceleration and speed is known, the gradient acceleration of the train to be controlled can be determined based on the road gradient.

[0059] Optional, use a tract =a+a resis -a ramp Determine the expected acceleration. Where a represents the corrected acceleration, a resis represents the drag acceleration, a ramp Indicates the slope acceleration.

[0060] This technical solution takes train weight, speed, and road gradient into account when determining the expected acceleration, ensuring its accuracy. This provides data support for determining whether the acceleration of the controlled train meets the required standards, thus providing a data reference for improving train operating efficiency.

[0061] In an optional embodiment, the current acceleration of the train to be controlled is determined based on the train speed obtained from the train automatic operation system in two consecutive statistical periods, including: accumulating the train speed output by the train automatic operation system in two consecutive statistical periods to obtain a first speed and a second speed; wherein, one statistical period includes at least two control periods, and the train automatic operation system outputs a set of train speeds in each control period; and determining the current acceleration of the train to be controlled based on the difference between the second speed and the first speed, and the number of control periods included in one statistical period.

[0062] The second cycle of two consecutive statistical cycles is closer to the current moment than the first cycle. A statistical cycle includes at least two control cycles, and the train automatic operation system outputs a set of train speeds in each control cycle. That is, the first cycle and the second cycle both include at least two sets of train speeds. The train speeds obtained from the train automatic operation system in the first cycle are accumulated to obtain the first speed, and the train speeds obtained from the train automatic operation system in the second cycle are accumulated to obtain the second speed. The number of control cycles that can be included in a statistical cycle is determined according to the duration corresponding to the statistical cycle and the duration corresponding to the control cycle. The duration of the control cycle is generally fixed, and the duration corresponding to the first cycle and the second cycle is the same. Therefore, the number of control cycles included in the first cycle and the second cycle is the same.

[0063] Optionally, the difference between the second vehicle speed and the first vehicle speed is divided by the number of control cycles included in a statistical cycle, and the resulting quotient is determined as the current acceleration of the train to be controlled.

[0064] This solution provides a practical method for determining current acceleration, offering technical support for determining whether a train's acceleration meets standards based on the current acceleration. Calculating current acceleration based on statistical cycles not only accommodates the constant changes in speed, traction, and acceleration during train operation, but also avoids the problem of rapidly changing acceleration, making it impossible to effectively measure whether the train's current acceleration meets standards within a specific timeframe.

[0065] In an optional embodiment, determining the compensation acceleration based on the current acceleration includes: using a preset gain coefficient and a preset correction coefficient to adjust the current acceleration to obtain the compensation acceleration.

[0066] Optionally, use p×a actua1 +k determines the compensation acceleration. Among them, p represents the preset gain coefficient, k is the preset correction coefficient, a actua1Indicates the current acceleration. The values ​​of the preset gain coefficient p and the preset correction coefficient k are determined according to the actual situation and are not limited here. The value range of P is [0,1].

[0067] The above technical solution, in which the present application determines the compensation acceleration based on the current acceleration when the current acceleration does not meet the standard, and uses the compensation acceleration to compensate the acceleration of the controlled train. This can avoid the situation where the coupler is broken due to excessive traction force during the traction acceleration of the controlled train. It can ensure the operation efficiency of the train and is conducive to improving the operation safety of the train.

[0068] In an optional embodiment, the adjustment of the statistical period based on the train speed includes: determining the duration range corresponding to the statistical period based on the control period and the initial duration corresponding to the statistical period; determining a duration correction coefficient based on the lower limit of the duration in the duration range; determining a duration gain coefficient based on the train speed and the exponential decay constraint; and adjusting the duration range corresponding to the statistical period using the duration correction coefficient and the duration gain coefficient.

[0069] Because higher train speeds require less acceleration, compensating for acceleration at fixed intervals can lead to excessive acceleration, causing the controlled train to accelerate too quickly. Therefore, after the initial acceleration compensation, the duration of the statistical period needs to be adjusted so that it increases with increasing train speed.

[0070] Optionally, the initial duration corresponding to the control period is determined as the upper limit T1 of the duration of the statistical period. min When the duration corresponding to the statistical period is the lower limit of the duration, it is also necessary to ensure that one statistical period includes at least two control periods.

[0071] Since the higher the train speed, the smaller the corresponding acceleration of the train to be controlled, the duration of the corresponding statistical period becomes longer as the train speed increases. In other words, the duration of the statistical period is directly proportional to the train speed.

[0072] The exponential decay constraint is used to limit the duration corresponding to the statistical period, which can ensure that the duration corresponding to the statistical period can increase with the increase of train speed, but the growth rate gradually slows down.

[0073] Optionally, the duration lower limit is determined as the duration correction coefficient. Based on the train speed and exponential decay constraint, the duration gain coefficient is determined. Adjust the duration of the statistical period, where 80 refers to the speed limit. By adjusting m and the train speed v, we can control t(v) to increase as v increases. Here, t(v) represents the duration of the statistical period.

[0074] The above technical solution provides a practical statistical period adjustment scheme for adjusting the duration of the statistical period. This avoids compensating for acceleration at fixed intervals, which can lead to excessive acceleration of the controlled train. This provides technical support for implementing small, multiple compensations for train acceleration, ensuring train operating efficiency and improving safety.

[0075] Figure 2 It is a schematic diagram of the current acceleration determination method provided in accordance with the first embodiment. Since the acceleration compensation of the train to be controlled is completed in small amounts and multiple times, after the initial acceleration compensation, the duration corresponding to the statistical period needs to be adjusted according to the train speed. The initial duration corresponding to the statistical period is represented by T1, and after the statistical period is adjusted according to the train speed, it is represented by t(v). Each time the acceleration compensation is performed on the train to be controlled, the current acceleration needs to be re-determined. When the acceleration is compensated for the first time, the use of Determine the current acceleration of the train to be controlled. actual1 Indicates the current acceleration determined when the acceleration compensation is first performed on the controlled train, v total1 Indicates the train speed obtained from the automatic train operation system in the first cycle. ) represents the first vehicle speed, v total2 Indicates the train speed obtained from the automatic train operation system in the second cycle, represents the second vehicle speed, T represents the duration corresponding to the control period, and T1 represents the initial duration corresponding to the statistical period.

[0076] When compensating for acceleration later, for example, the second time, you can use Determine the current acceleration of the train to be controlled. a actua12 Indicates the current acceleration determined when the acceleration compensation is performed on the train to be controlled for the second time. total3 Indicates the train speed obtained from the automatic train operation system in the third cycle, Indicates the first vehicle speed, v total3 Indicates the train speed obtained from the automatic train operation system in the third cycle, ) represents the second vehicle speed, v total4 represents the train speed obtained from the automatic train operation system during the fourth cycle. T represents the duration of the control cycle, and t(v) represents the duration of the statistical cycle after adjustment.

[0077] After adjusting the statistical period, the corresponding duration of the statistical period will change, and accordingly, the control period included in a statistical period may change. However, the method for determining the current acceleration does not change. The method for determining the current acceleration when subsequently compensating for the acceleration of the controlled train will not be further described here. For details, refer to the formula used for determining the current acceleration when compensating for the acceleration of the controlled train for the second time.

[0078] Example 2

[0079] Figure 3 This is a flow chart of a train traction acceleration control method provided according to Example 2. This embodiment is further optimized based on the above embodiment.

[0080] like Figure 3 As shown, the method includes:

[0081] S310: Determine a speed range corresponding to the current acceleration based on the train speed and a preset speed segment.

[0082] The preset speed segment is obtained by binning the train speed. One preset speed segment corresponds to one speed interval, and at least two speed intervals can be obtained. Based on the train speed, the speed interval in which the train to be controlled is currently located can be determined.

[0083] The current acceleration is determined based on the train speed obtained from the automatic train operation system within two consecutive statistical cycles. Therefore, the speed range corresponding to the current acceleration can be determined by matching the train speed used to determine the current acceleration with the preset speed segments.

[0084] S320: Determine an acceleration deviation based on the current acceleration, the acceleration threshold, and the expected acceleration.

[0085] Optionally, using Δa=a actual -a tract -a R Calculate the acceleration deviation. Where, a actual is the current acceleration, a tract is the expected acceleration, a R The acceleration threshold is Δa, which is the acceleration deviation. Based on the correspondence between the current acceleration and the speed range, the speed range corresponding to the acceleration deviation is determined.

[0086] S330: Accumulate the acceleration deviation in the speed range, and determine the traction force deviation based on the obtained deviation accumulation value and the train weight of the train to be controlled.

[0087] Acceleration deviations are accumulated according to the speed interval dimension. Optionally, the acceleration deviations within a speed interval are accumulated to obtain the cumulative deviation value. Optionally, a set number of acceleration deviations are accumulated according to the speed interval dimension. This is because the reliability of a single acceleration deviation is limited. Accumulating a set number of acceleration deviations can improve the accuracy of the cumulative deviation value.

[0088] Based on Newton's second law, the traction force deviation can be calculated based on the accumulated deviation value and the train weight of the train to be controlled. Based on the corresponding relationship between the acceleration deviation and the speed range, the speed range corresponding to the traction force deviation is determined.

[0089] S340: Using the traction force deviation, correct the traction and braking force table corresponding to the train to be controlled.

[0090] The traction and braking force table describes the relationship between train speed and traction force at different traction force levels. Based on the speed range corresponding to the traction force deviation, the row in the traction and braking force table that requires adjustment is determined. The traction force at each traction force level in the traction and braking force table is then adjusted based on the traction force deviation.

[0091] The technical solution of this application accumulates acceleration deviations determined based on the current acceleration, acceleration threshold, and expected acceleration according to the speed range dimension, and determines a traction force deviation based on the resulting accumulated deviation value and the train weight of the train to be controlled. Using the traction force deviation, the traction and braking force table is corrected, improving the accuracy of the traction and braking force table and ensuring a better match between the traction and braking characteristics of the train. This eliminates the need to repeatedly invoke the train traction acceleration control method provided in this embodiment of the application for acceleration compensation during subsequent operation of the train to be controlled within the same speed range and traction force level. Instead, the train to be controlled only requires reference to the corrected traction and braking force table, querying the traction force level, and using the target traction force at that traction force level to accelerate the train to be controlled, thereby improving the efficiency of train traction acceleration control.

[0092] In an optional embodiment, accumulating the acceleration deviation in the speed range includes: determining a control period corresponding to the acceleration deviation based on the train speed corresponding to the acceleration deviation; determining a cumulative weight coefficient of the acceleration deviation based on the control period corresponding to the acceleration deviation; weighting the acceleration deviation using the cumulative weight coefficient, and accumulating the weighted acceleration deviation in the speed range.

[0093] The acceleration deviation is determined based on the current acceleration, the acceleration threshold, and the expected acceleration. The corresponding train speed for the acceleration deviation can be determined based on the correspondence between the current acceleration and the train speed. Since the automatic train operation system outputs a set of train speeds for each control cycle, the corresponding control cycle for the acceleration deviation can be determined based on the correspondence between the acceleration deviation and the train speed. The control cycle corresponding to the acceleration deviation can reflect the time it takes to determine the acceleration deviation.

[0094] Because traction may change during long-term train operation, leading to issues such as brake wear, a cumulative weight coefficient for the acceleration deviation is determined based on the control period corresponding to the acceleration deviation. This is ensured to decay over time. Acceleration deviations are weighted using the cumulative weight coefficient and accumulated over the speed range, giving recent acceleration deviations a higher weight and long-term acceleration deviations a lower weight.

[0095] Optionally, sort the acceleration deviations according to the control period corresponding to the acceleration deviations, and use Determine the cumulative weight coefficient of acceleration deviation. The weighted acceleration deviation is accumulated in the speed range. Where N represents the number of acceleration deviations accumulated in the speed range. The specific value of N is not limited here and is determined according to actual business needs. Δa i represents the i-th acceleration deviation.

[0096] In the above technical solution, the traction force of the train may change during long-term operation. For example, the train may have problems such as brake grinding after long-term operation. The time decay accumulation method is used to accumulate the acceleration deviation, so that the acceleration deviation determined in the near future accounts for a larger weight value, and the acceleration deviation determined in the long term accounts for a smaller weight value, which improves the accuracy of the deviation accumulation value. The traction force deviation determined based on the deviation accumulation value is used to correct the traction and braking force table corresponding to the controlled train, further ensuring the accuracy of the traction and braking force table.

[0097] Example 3

[0098] Figure 4 This is a structural diagram of the train traction acceleration control device provided in Example 3 of the present application. This embodiment can be applied to the situation where a train is in the traction acceleration stage under the scenario of automatic train driving. The device can be implemented by software and / or hardware and can be integrated into electronic devices such as smart terminals.

[0099] like Figure 4 As shown, the train traction acceleration control device 400 may include:

[0100] The current acceleration determination module 410 is configured to determine the current acceleration of the train to be controlled based on the train speed obtained from the automatic train operation system within two consecutive statistical periods;

[0101] an expected acceleration determination module 420, which determines an expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled;

[0102] a compensation acceleration determination module 430, configured to determine a compensation acceleration based on the current acceleration and adjust the statistical period based on the train speed if the difference between the current acceleration and the expected acceleration is greater than an acceleration threshold;

[0103] The traction force query module 440 is used to query the traction force level from the traction braking force table corresponding to the train to be controlled based on the train speed and the compensation acceleration, so as to adopt the target traction force at the traction force level to accelerate the train to be controlled.

[0104] The technical solution of this application calculates current acceleration using a statistical cycle as a unit. This not only conforms to the fundamental fact that speed, traction, and acceleration constantly change during train operation, but also avoids the problem of being unable to effectively measure whether the current acceleration of the controlled train meets the standard within a certain period of time due to rapid acceleration changes. This application considers train weight, train speed, and road slope when determining the expected acceleration, ensuring the accuracy of the expected acceleration. This application improves the robustness of the train traction acceleration control method by setting an acceleration threshold and using it to measure whether the current acceleration meets the standard. If the current acceleration does not meet the standard, this application determines a compensation acceleration based on the current acceleration and uses this compensation acceleration to compensate for the acceleration of the controlled train. This can avoid excessive coupler pull force and coupler breakage caused by excessive traction during the controlled train's traction acceleration, thereby improving train operation safety and efficiency. After the initial acceleration compensation, this application adjusts the statistical cycle based on the speed of the controlled train. Dynamic compensation of the acceleration of the train to be controlled is achieved, avoiding compensation of acceleration at fixed intervals, which would result in excessive acceleration of the train to be controlled. This ensures the train's operating efficiency and improves its operating safety.

[0105] Optionally, the current acceleration determination module 410 includes: a train speed accumulation submodule, used to accumulate the train speeds output by the train automatic operation system in two consecutive statistical periods to obtain a first speed and a second speed; wherein, one statistical period includes at least two control periods, and the train automatic operation system outputs a set of train speeds in each control period; a current acceleration determination submodule, used to determine the current acceleration of the train to be controlled based on the difference between the second speed and the first speed, and the number of the control periods included in one statistical period.

[0106] Optionally, the expected acceleration determination module 420 includes: a maximum acceleration determination submodule, used to determine the maximum acceleration of the train to be controlled based on the train weight of the train to be controlled and the correspondence between acceleration and vehicle weight; a correction acceleration determination submodule, used to determine the speed correction coefficient of the maximum acceleration based on the train speed and the correspondence between acceleration and speed limit, and use the speed correction coefficient to correct the maximum acceleration to obtain a corrected acceleration; a resistance acceleration determination submodule, used to determine the resistance acceleration of the train to be controlled based on the train speed and the correspondence between acceleration and speed; a slope acceleration determination submodule, used to determine the slope acceleration of the train to be controlled based on the road slope and the correspondence between acceleration and slope; an expected acceleration determination submodule, used to determine the expected acceleration for the train to be controlled based on the correction acceleration, the resistance acceleration and the slope acceleration.

[0107] Optionally, the compensation acceleration determination module 430 is specifically configured to: use a preset gain coefficient and a preset correction coefficient to adjust the current acceleration to obtain the compensation acceleration.

[0108] Optionally, the compensation acceleration determination module 430 includes: a duration range determination submodule, used to determine the duration range corresponding to the statistical period based on the control period and the initial duration corresponding to the statistical period; a correction coefficient determination submodule, used to determine the duration correction coefficient based on the lower limit of the duration in the duration range; a gain coefficient determination submodule, used to determine the duration gain coefficient based on the train speed and exponential decay constraint; and a statistical period adjustment submodule, used to adjust the duration range corresponding to the statistical period using the duration correction coefficient and the duration gain coefficient.

[0109] Optionally, the device 400 also includes: an acceleration deviation determination module, used to determine the speed range corresponding to the current acceleration based on the train speed and the preset speed segment; determine the acceleration deviation based on the current acceleration, the acceleration threshold and the expected acceleration; a traction deviation determination module, used to accumulate the acceleration deviation in the speed range, and determine the traction deviation based on the obtained deviation accumulation value and the train weight of the train to be controlled; and a traction braking force table correction module, used to use the traction force deviation to correct the traction braking force table corresponding to the train to be controlled.

[0110] Optionally, the traction deviation determination module includes: a control period determination submodule, used to determine the control period corresponding to the acceleration deviation based on the train speed corresponding to the acceleration deviation; a cumulative weight determination submodule, used to determine the cumulative weight coefficient of the acceleration deviation based on the control period corresponding to the acceleration deviation; and an acceleration deviation accumulation submodule, used to weight the acceleration deviation using the cumulative weight coefficient and accumulate the weighted acceleration deviation in the speed range.

[0111] The train traction acceleration control device provided in the embodiment of the invention can execute the train traction acceleration control method provided in any embodiment of the present application, and has the corresponding performance modules and beneficial effects for executing the train traction acceleration control method.

[0112] Example 4

[0113] According to embodiments of the present application, the present application also provides an electronic device, a readable storage medium, and a computer program product.

[0114] Figure 5 The structure diagram of the electronic device 510 that can be used to implement the embodiment is shown. The electronic device 510 includes at least one processor 511 and a memory connected to the at least one processor 511 in communication, such as a read-only memory (ROM) 512, a random access memory (RAM) 513, etc., wherein the memory stores a computer program that can be executed by the at least one processor, and the processor 511 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 512 or the computer program loaded from the storage unit 518 into the random access memory (RAM) 513. Various programs and data required for the operation of the electronic device 510 can also be stored in the RAM 513. The processor 511, ROM 512 and RAM 513 are connected to each other via a bus 514. An input / output (I / O) interface 515 is also connected to the bus 514.

[0115] Multiple components in the electronic device 510 are connected to the I / O interface 515, including an input unit 516, such as a keyboard, a mouse, etc.; an output unit 517, such as various types of displays, speakers, etc.; a storage unit 518, such as a magnetic disk, an optical disk, etc.; and a communication unit 519, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 519 allows the electronic device 510 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0116] The processor 511 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 511 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 511 executes the various methods and processes described above, such as the train traction acceleration control method.

[0117] In some embodiments, the train traction acceleration control method can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as the storage unit 518. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 510 via the ROM 512 and / or the communication unit 519. When the computer program is loaded into the RAM 513 and executed by the processor 511, one or more steps of the train traction acceleration control method described above can be performed. Alternatively, in other embodiments, the processor 511 can be configured to execute the train traction acceleration control method in any other appropriate manner (e.g., by means of firmware).

[0118] Various embodiments of the systems and techniques described above can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0119] Computer programs for implementing the methods of the present application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable train traction acceleration control device, so that when executed by the processor, the computer programs implement the functions / operations specified in the flowcharts and / or block diagrams. The computer programs can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0120] In the context of the present application, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. A computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. A more specific example of a machine-readable storage medium can include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0121] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0122] The systems and techniques described herein can be implemented in a computing system that includes backend components (e.g., as a train traction acceleration control server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with embodiments of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0123] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0124] The present application also discloses a computer program product comprising a computer program that, when executed by a processor, implements the train traction acceleration control method provided in any of the embodiments of the present application. This program product shares the same inventive concept as the train traction acceleration control method disclosed in each embodiment of the present application and is therefore not further described here.

[0125] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this application can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of this application can be achieved. This is not limited herein.

[0126] The above specific embodiments do not constitute a limitation on the scope of protection of this application. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application shall be included within the scope of protection of this application.

Claims

1. A train traction acceleration control method, characterized in that: The method comprises: Determine the current acceleration of the train to be controlled based on the train speed obtained from the automatic train operation system within two consecutive statistical periods; determining an expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled; If the difference between the current acceleration and the expected acceleration is greater than an acceleration threshold, determining a compensation acceleration based on the current acceleration and adjusting the statistical period based on the train speed; Based on the train speed and the compensation acceleration, a traction force level is queried from a traction braking force table corresponding to the train to be controlled to perform acceleration control on the train to be controlled using a target traction force at the traction force level.

2. The method according to claim 1, characterized in that Determining the current acceleration of the train to be controlled based on the train speed obtained from the train automatic operation system within two consecutive statistical periods includes: Accumulating the train speeds output by the automatic train operation system in two consecutive statistical cycles to obtain a first speed and a second speed; wherein one statistical cycle includes at least two control cycles, and the automatic train operation system outputs a set of train speeds in each control cycle; The current acceleration of the train to be controlled is determined according to the difference between the second vehicle speed and the first vehicle speed and the number of the control cycles included in one statistical cycle.

3. The method according to claim 1, characterized in that The determining of the expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled includes: determining a maximum acceleration of the train to be controlled based on the train weight of the train to be controlled and a correspondence between acceleration and vehicle weight; Determining a speed correction coefficient of the maximum acceleration based on the train speed and a corresponding relationship between the acceleration and the speed limit, and correcting the maximum acceleration using the speed correction coefficient to obtain a corrected acceleration; Determining the resistance acceleration of the train to be controlled based on the train speed and the corresponding relationship between acceleration and speed; Determining the gradient acceleration of the train to be controlled based on the road gradient and the corresponding relationship between acceleration and gradient; An expected acceleration is determined for the train to be controlled based on the corrected acceleration, the resistance acceleration, and the grade acceleration.

4. The method according to claim 1, wherein The determining of the compensation acceleration based on the current acceleration includes: The current acceleration is adjusted using a preset gain coefficient and a preset correction coefficient to obtain the compensated acceleration.

5. The method according to claim 1, wherein The adjusting the statistical period based on the train speed includes: Determining a duration range corresponding to the statistical period based on a control period and an initial duration corresponding to the statistical period; Determining a duration correction coefficient based on a lower limit of the duration in the duration range; Determining a duration gain coefficient based on the train speed and the exponential decay constraint; The duration correction coefficient and the duration gain coefficient are used to adjust the duration range corresponding to the statistical period.

6. The method according to claim 1, characterized in that The method further comprises: Determining a speed interval corresponding to the current acceleration based on the train speed and a preset speed segment; determining an acceleration deviation based on the current acceleration, the acceleration threshold, and the expected acceleration; Accumulating the acceleration deviation in the speed range, and determining a traction force deviation based on the obtained deviation accumulation value and the train weight of the train to be controlled; The traction force deviation is used to correct the traction and braking force table corresponding to the train to be controlled.

7. The method according to claim 6, characterized in that The accumulating the acceleration deviation in the speed range includes: determining a control period corresponding to the acceleration deviation based on a train speed corresponding to the acceleration deviation; determining a cumulative weight coefficient of the acceleration deviation based on a control period corresponding to the acceleration deviation; The acceleration deviation is weighted using the cumulative weight coefficient, and the weighted acceleration deviation is accumulated in the speed range.

8. A train traction acceleration control device, characterized in that: The device comprises: a current acceleration determination module, configured to determine the current acceleration of the train to be controlled based on the train speed obtained from the train automatic operation system within two consecutive statistical periods; an expected acceleration determination module, configured to determine an expected acceleration for the train to be controlled based on the train speed, the road gradient, and the train weight of the train to be controlled; a compensation acceleration determination module, configured to determine a compensation acceleration based on the current acceleration and adjust the statistical period based on the train speed if a difference between the current acceleration and the expected acceleration is greater than an acceleration threshold; The traction force query module is used to query the traction force level from the traction braking force table corresponding to the train to be controlled based on the train speed and the compensation acceleration, so as to adopt the target traction force under the traction force level to perform acceleration control on the train to be controlled.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the train traction acceleration control method according to any one of claims 1 to 7 is implemented.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein: When the processor executes the computer program, the train traction acceleration control method according to any one of claims 1 to 7 is implemented.

11. A computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements the train traction acceleration control method according to any one of claims 1 to 7.

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