Train multi-limit point energy monitoring method, device and medium

Abstract

The application discloses a train multi-limit point energy monitoring method, equipment and medium, the method comprises the following steps: step S1: finding the minimum speed limit point upstream of X0 point and calculating whether it is over energy, wherein X0 point is the head position of the current position of the train; step S2: if the first speed limit point downstream of X0 point is not over energy, the speed limit of the first speed limit point downstream of X0 point is obtained as V L , and whether it is over energy is calculated; step S3: if the first speed limit point downstream of X0 point is not over energy, then the subsequent downstream speed limit points are iteratively checked: only when the speed limit of the nearest downstream speed limit point is less than V L , energy calculation is performed; if it is not over energy, V L is updated as the speed limit of the speed limit point; step S4: according to the over energy judgment result, emergency braking is triggered or normal operation is maintained. Compared with the prior art, the application dynamically selects key limit points by segmentation, and only necessary points are subjected to energy over-limit calculation, so that the system resource consumption is reduced under the premise of ensuring safety, and the processing efficiency of multi-limit point energy monitoring is improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit, and in particular to a method, device and medium for monitoring energy at multiple limiting points of a train. Background Technology

[0002] In the field of rail transit, the Automatic Train Protection (ATP) system is the core of the automatic train control system and a crucial component in ensuring safe train operation. Energy monitoring-based ATP is one such advanced technology. It is assumed that after an emergency braking command is issued, the train will experience three phases: X0 to X1, traction force has not yet been disengaged, braking force has not been applied, and the train operates under the combined action of traction force and gravity; X1 to X2, traction force has been disengaged, braking force has not been applied, and the train coasts due to inertia and gravity; X2 to X... C During the first stage, emergency braking has been applied. The train stops under the combined action of emergency braking force and gravity. The train calculates its current kinetic energy according to the worst-case scenario. The work done by traction force, braking force and gravity in the three stages determines whether the safety requirements are met when reaching the downstream speed limit or stopping point. If they are met, the train continues to run normally; otherwise, emergency braking is applied to ensure a safe stop.

[0003] A search revealed Chinese Patent Publication No. CN102897193B, which discloses an automatic train protection method based on the principle of energy conservation. This method calculates the initial kinetic energy of the train, the work done by traction force, gravity, and braking force, as well as the maximum permissible kinetic energy at all limit points. Based on the energy conservation formula, it determines whether the train's kinetic energy exceeds the maximum permissible kinetic energy at the limit points, thus deciding whether to trigger emergency braking. During train operation, different types and speed limits are distributed from the rear of the train to the moving authorized endpoint. To ensure safety, this method needs to calculate whether the limit energy exceeds the limit at all limit points from the initial position to the stopping point. When there are many limit points, it consumes significant resources and increases the system load.

[0004] Therefore, in scenarios with multiple constraint points, how to avoid excessive resource consumption and system burden caused by calculating and judging each constraint point one by one while ensuring safety is a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art by providing a method, device and medium for monitoring energy at multiple limiting points of a train.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] According to a first aspect of the present invention, a train positioning method based on a head-and-tail redundancy architecture is provided, the method comprising:

[0008] Step S1: Find the limit point with the smallest speed limit upstream of point X0 and calculate whether it exceeds the limit, where point X0 is the head position of the train at its current position;

[0009] Step S2: If the upstream of point X0 is not over-powered, obtain the speed limit V at the first limiting point downstream of point X0. L Calculate whether it is superpowered;

[0010] Step S3: If the first downstream constraint point of point X0 does not exceed the limit, then iteratively check subsequent downstream constraint points:

[0011] Only when the speed limit at the nearest downstream limit point is less than V L Energy calculations are performed in real time;

[0012] If not superpowered, then update V. L Speed ​​limit at this limit point;

[0013] Step S4: Based on any of the judgment results in the above steps, if the train exceeds its capacity, emergency braking will be triggered; otherwise, the train will operate normally.

[0014] As a preferred technical solution, the upstream constraint point detection of point X0 includes:

[0015] Search all speed limit points from the rear of the vehicle to point X0, and find the speed V with the lowest speed limit among these speed limit points. Lx ;

[0016] If V Lx If the speed of the train at point X0 is less than or equal to the speed of the train at point X0, then it is considered to be superpowered.

[0017] As a preferred technical solution, the detection of the first constraint point downstream of point X0 includes:

[0018] Let V be the speed limit of the first limit point downstream of point X0. L ;

[0019] Calculate the train energy E when the train reaches the limit point. k ;

[0020] If E k ≥ The maximum permissible kinetic energy E at this limit point L If so, it is judged as superpowered.

[0021] As a preferred technical solution, the iterative detection of downstream subsequent limiting points includes:

[0022] (1) Check if there are any undetected restriction points downstream;

[0023] (2) If it exists, obtain the speed limit V of the nearest undetected limit point. new ;

[0024] (3) Only if Vnew <V L Calculate the kinetic energy E of the train when it reaches the limit point. k ;

[0025] If E k ≥ The maximum permissible kinetic energy E at this limit point L If so, it is determined to be superpowered;

[0026] If not superpowered, then update V. L =V new ;

[0027] (4) Repeat steps (1)-(3) until there are no undetected limit points.

[0028] As a preferred technical solution, when iteratively checking subsequent downstream limiting points, for the speed limit V... new ≥V L If the constraint point is reached, skip the energy calculation and directly check the next downstream constraint point.

[0029] As a preferred technical solution, the kinetic energy calculation formula is as follows:

[0030] E k =E k0 +W g +W traction +W braking ,

[0031] Among them, E k For the train's kinetic energy, E k0 Let W be the initial value of the train's kinetic energy. g W does work for gravity traction To do work for traction, W braking It does work for braking force.

[0032] As a preferred technical solution, the initial kinetic energy value E of the train k0 This includes the translational kinetic energy of the train body and the rotational kinetic energy of all the wheels; the work done by gravity on the train, W. g The work done by gravity on the train during its journey from its initial position to a stop; the work done by the train's traction force W. traction The work done by the traction force during the process of the train moving from its initial position to the point where the traction force is cut off; the work done by the braking force of the train, W. braking It performs work on the braking force of the train from the position where braking is applied to the point of stopping.

[0033] As a preferred technical solution, the work done by gravity W g and braking force do work W traction The calculations are performed offline and stored in the route map.

[0034] As a preferred technical solution, the limiting points include: the starting point of all areas that constrain the maximum speed of the train, located upstream of the rear of the train to point X0 and downstream of point X0 to the restricted stopping point.

[0035] As a preferred technical solution, the speed of the train at X0 is the real-time operating speed of the train at its current position.

[0036] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0037] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0038] Compared with the prior art, the present invention has the following advantages:

[0039] 1. By screening the upstream minimum speed limit point and the downstream more stringent speed limit point, this invention performs energy over-limit calculations only on key limit points, which greatly reduces the number of limit points that need to be processed and effectively reduces system resource consumption.

[0040] 2. This invention reduces the amount of computation while ensuring the integrity and reliability of train operation safety protection by covering all necessary limiting points, thus achieving a balance between efficiency and safety.

[0041] 3. This invention only involves software processing and does not involve hardware, site and environment limitations. It can easily and quickly view the simulation effect and is easy to implement in engineering and software integration. Attached Figure Description

[0042] Figure 1 This is a diagram showing the limitation points and emergency braking curves of the present invention;

[0043] Figure 2 This is the main flowchart of the multi-limitation point energy monitoring of the present invention;

[0044] Figure 3 This is a flowchart of the sub-process for detecting the upstream minimum speed limit point in this invention;

[0045] Figure 4 This is a flowchart illustrating the calculation of the energy at the first downstream constraint point in this invention.

[0046] Figure 5 This is a sub-flowchart for calculating the downstream constraint point energy for further screening in this invention. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0048] Example 1:

[0049] This invention provides a multi-limit point energy monitoring optimization method. By dynamically screening key limit points in segments, energy over-limit calculations are performed only on necessary points, significantly reducing system load and improving processing efficiency while ensuring safety protection.

[0050] like Figure 2 As shown, the specific process of this invention includes the following steps:

[0051] Step S1: Find the limit point with the smallest speed limit upstream of point X0, and calculate whether the limit point exceeds the limit. If it exceeds the limit, go to step S5; otherwise, go to step S2.

[0052] Step S2: Denote the speed limit as V at the first limiting point downstream of point X0. L Calculate whether it exceeds the limit. If it does, proceed to step S5; otherwise, proceed to step S3.

[0053] Step S3: If there are no downstream constraint points, proceed to step S6; if there are still downstream constraint points, compare V. L The speed limit at the nearest downstream limit point, if the speed limit ratio is V L If the result is small, proceed to step S4; otherwise, proceed to step S3.

[0054] Step S4: Calculate whether the speed limit point exceeds the limit. If it does, proceed to S5; otherwise, set the speed limit at that point to the new V. L Then proceed to step S3;

[0055] Step S5: Train super-powered, outputs emergency braking;

[0056] Step S6: The train is not overloaded and continues to operate normally.

[0057] This invention reduces the amount of computation and lowers the system burden by dynamically filtering key limiting points in segments. The upstream searches for the minimum speed limit point, and the downstream only performs energy over-limit calculations on points that are below the current minimum speed limit. This ensures safety.

[0058] like Figure 3 As shown, the detection of the upstream minimum speed limit point in step S1 specifically involves:

[0059] Step S11: Search all speed limit points from the rear of the vehicle to point X0, and find the speed V with the lowest speed limit among these speed limit points. Lx ;

[0060] Step S12: If V Lx If the speed of the train at point X0 is less than or equal to the speed of the train at point X0, then it is determined to be overpowered, and proceed to step S5; otherwise, it is considered not to be overpowered, and proceed to step S2.

[0061] like Figure 4 As shown, the calculation of the energy at the first downstream constraint point in step S2 is specifically as follows:

[0062] Step S21: Obtain the speed limit of the first limiting point downstream of point X0, denoted as V. L According to formula E k =E k0 +W g +W traction +W braking Calculate the train energy E when the train reaches the limit point. k ;

[0063] The initial kinetic energy E of the train k0 This includes the translational kinetic energy of the train body and the rotational kinetic energy of all wheels. The specific calculation method is as follows:

[0064]

[0065] Among them, E k0 M is the initial value of the train's kinetic energy. train Let V be the train mass, V0 be the initial train speed, J be the train moment of inertia, and R be the wheel radius.

[0066] The work done by gravity W of the train g The work done by gravity on the train during its journey from its initial position to its stop is calculated as follows:

[0067]

[0068] Among them, W g M does work for gravity train Let α be the mass of the train, α be the acceleration due to gravity, and gradient(X) be the gradient of the line at point X.

[0069] The work done by the traction force W of the train traction The work done by the traction force during the process of the train moving from its initial position to the point where the traction force is cut off is calculated as follows:

[0070]

[0071] Among them, W traction M does work for traction. train For train quality, Ttraction Let V(X) be the acceleration provided by the traction force when the vehicle speed is V(X), J be the moment of inertia of the train, and R be the wheel radius.

[0072] The braking force of the train does work W braking The work done by the braking force during the train's journey from the braking position to a complete stop is calculated as follows:

[0073]

[0074] Among them, W braking M does work to provide braking force train For train quality, T braking Let J be the deceleration provided by emergency braking when the train speed is V(X), J be the train's moment of inertia, and R be the wheel radius.

[0075] Step S22: Compare train energy E k The maximum permissible kinetic energy E at the limit point L If E k ≥E L If the train is overloaded, proceed to step S5; otherwise, proceed to step S3.

[0076] The maximum permissible kinetic energy E of the train at all restricted points from its initial position to its stopping point. L The specific calculation method is as follows:

[0077]

[0078] Among them, E L M is the train kinetic energy limit value at the limit point. train For train quality, V L The speed limit for trains is defined by the limit point, where J is the train's moment of inertia and R is the wheel radius.

[0079] like Figure 5 As shown, the energy calculation for the downstream constraint point in step S4 is specifically as follows:

[0080] Step S41: Only if the speed limit V of the most recently undetected limit point is obtained new <V L Calculate the kinetic energy E of the train when it reaches the limit point. k ;

[0081] Step S42: Compare train energy E k and limiting point energy E L If E k ≥E L If it is determined to be superpowered, proceed to step S5; otherwise, record the speed limit at that limit point as the new V. L V L =V newProceed to step S3.

[0082] Example 2:

[0083] by Figure 1 For example, the train multi-limitation point energy monitoring method provided by this invention will be specifically explained:

[0084] Step S101: Find the limiting point with the minimum speed limit upstream of point X0. Figure 1 Within this range, there are two limiting points, L1 and L2. The limiting speed at L1 is smaller than that at L2. The speed limit V corresponding to L1 is used. L1 Compared to V0, if V L1 If the value is smaller than or equal to V0, it is considered to be super-energy and proceeds to step S501; otherwise, proceeds to step S201.

[0085] Step S201: Obtain the first limiting point L3 downstream of point X0, and denote its speed limit as V. L3 According to formula E k =E k0 +W g +W traction +W braking Calculate the train energy Ek when the train reaches the limit point L3. Compare the train energy Ek with the limit point L3. k and limiting point energy E L3 If E k Greater than or equal to E L3 If the train is deemed to be overloaded, proceed to step S501; otherwise, proceed to step S301.

[0086] Step S301: If there are no downstream constraint points, proceed to step S601; if there are still downstream constraint points, compare V. L3 The nearest downstream speed limit point L4 is the speed limit V. L4 Because of V L4 V L3 Since the value is large, skip L4 and continue searching for the next limiting point L5, then set the speed limit V of L5 accordingly. L5 and V L3 Comparison, because V L5 V L3 Since the value is small, proceed to step S401 for calculation.

[0087] Step S302: After calculating L5, use V L6 and V L5 Comparison, because V L6 V L5 Since the value is small, proceed to step S402;

[0088] Step S401: Calculate the train energy E when the train reaches the limit point L5. k Comparing the train's energy E k and limiting point energy EL5 If E k Greater than or equal to E L5 If the train is deemed to be overloaded, proceed to step S501; otherwise, record the speed limit at that limit point as the new V. L For V L5 Then proceed to step S301;

[0089] Step S402: Calculate the train's energy E when the train reaches the limit point L6. k Comparing the train's energy E k and limiting point energy E L6 If E k Greater than or equal to E L6 If the speed limit is exceeded, then the train is considered to be able to switch to S501; otherwise, the speed limit at that limit point is recorded as the new V. L For V L6 Then proceed to step S301;

[0090] Step S501: Train super-powered, outputs emergency braking;

[0091] Step S601: The train is not overloaded and continues to operate normally.

[0092] This invention precisely selects upstream minimum speed limit points and downstream speed limit points below the current minimum speed limit, and performs super-energy verification only on key points. Under the premise of ensuring train operation safety, it significantly reduces the number of limit points that need to be calculated, effectively reduces system resource consumption, and improves the processing efficiency of energy monitoring in multi-limit point scenarios.

[0093] Example 3

[0094] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0095] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0096] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0097] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0098] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0099] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0100] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for monitoring energy at multiple limiting points on a train, characterized in that, The method includes: Step S1: Find the limit point with the smallest speed limit upstream of point X0 and calculate whether it exceeds the limit, where point X0 is the head position of the train at its current position; Step S2: If the upstream of point X0 is not over-powered, obtain the speed limit V at the first limiting point downstream of point X0. L Calculate whether it is superpowered; Step S3: If the first downstream constraint point of point X0 does not exceed the limit, then iteratively check subsequent downstream constraint points: Only when the speed limit at the nearest downstream limit point is less than V L Energy calculations are performed periodically, and it is determined whether there is excess energy. If not, V is updated. L Speed ​​limit at this limit point; Step S4: Based on any of the judgment results in the above steps, if the train exceeds its capacity, emergency braking will be triggered; otherwise, the train will operate normally. The upstream constraint point detection of point X0 in step S1 specifically includes: Search all speed limit points from the rear of the vehicle to point X0, and find the speed V with the lowest speed limit among these speed limit points. Lx ; If V Lx If the speed of the train at point X0 is less than or equal to the speed of the train at point X0, then it is considered to be superpowered; The detection of the first constraint point downstream of point X0 in step S2 specifically includes: Let V be the speed limit of the first limit point downstream of point X0. L ; Calculate the train energy E when the train reaches the limit point. k ; If E k ≥ The maximum permissible kinetic energy E at this limit point L If so, it is determined to be superpowered; The iterative detection of downstream subsequent constraint points in step S3 specifically includes: (1) Check if there are any undetected restriction points downstream; (2) If it exists, obtain the speed limit V of the nearest undetected limit point. new ; (3) Only if V new < V L Calculate the kinetic energy E of the train when it reaches the limit point. k ; If E k ≥ The maximum permissible kinetic energy E at this limit point L If so, it is determined to be superpowered; If not superpowered, then update V. L = V new ; (4) Repeat steps (1)-(3) until there are no undetected limit points; In step S3, during the iterative check of subsequent downstream limiting points, for the speed limit V... new ≥ V L If the constraint point is reached, skip the energy calculation and directly check the next downstream constraint point.

2. The method for monitoring energy at multiple limiting points on a train according to claim 1, characterized in that, The energy calculation formula in step S3 is as follows: ， Among them, E k For the train's kinetic energy, E k0 Let W be the initial value of the train's kinetic energy. g W does work for gravity traction To do work for traction, W braking It does work for braking force.

3. The method for monitoring energy at multiple limiting points on a train according to claim 2, characterized in that, The initial kinetic energy E of the train k0 This includes the translational kinetic energy of the train body and the rotational kinetic energy of all the wheels; the work done by gravity on the train, W. g The work done by gravity on the train during its journey from its initial position to a stop; the work done by the train's traction force W. traction The work done by the traction force during the process of the train moving from its initial position to the point where the traction force is cut off; the work done by the braking force of the train, W. braking It performs work on the braking force of the train from the position where braking is applied to the point of stopping.

4. The method for monitoring energy at multiple limiting points on a train according to claim 3, characterized in that, The work done by gravity W g and braking force do work W braking The calculations are performed offline and stored in the route map.

5. The method for monitoring energy at multiple limiting points on a train according to claim 1, characterized in that, The limiting points include: the starting points of all areas that constrain the maximum speed of the train, located upstream of the rear of the train to point X0 and downstream of point X0 to the restricted stopping point.

6. The method for monitoring energy at multiple limiting points on a train according to claim 1, characterized in that, The speed of the train at X0 is the real-time operating speed of the train at its current position.

7. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 6.

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