Method, medium and electronic device for assisting in driving a simulated train

Abstract

The application provides a method, medium and electronic device for assisting in driving a simulation train, which can obtain target running parameters of the simulation train, segment an assisted driving route according to the target running parameters of the simulation train and a current running state, determine a starting running state and an ending running state of the simulation train at each segment, and calculate a current acceleration rate of the simulation train in real time according to the current running state of the simulation train and the ending running state corresponding to a current segment at a preset calculation cycle interval, so that the simulation train travels in the current segment at the current acceleration rate until the simulation train reaches a target position, thereby improving the accuracy of driving the simulation train, achieving millimeter-level position accuracy and millimeter / second-level speed accuracy of the simulation train, meeting the increasing demand for the simulation train in the laboratory, being flexible in use scenarios, and improving the convenience of the operation mode.

Description

Technical Field

[0001] This invention relates to the field of indoor simulation of rail transit trains, and in particular to a method, medium, and electronic equipment for assisting in driving a simulated train. Background Technology

[0002] In urban rail transit systems, train operation control systems control train operation through manual or automatic driving. In manual driving, the driver controls the train's direction and speed using a mode / direction handle and a traction / brake handle. Due to the train's significant inertia, manual driving makes it difficult to precisely control the train's stopping position. Automatic driving, on the other hand, uses automatic train control equipment to control the train's direction and speed by outputting direction commands, traction / brake commands, and traction / brake force reference values. This allows for stopping errors to be controlled within ±0.5 meters.

[0003] Currently, simulation technology is often used to debug or test the speed measurement and positioning functions of train operation control systems in laboratories. By simulating equipment other than the onboard controller, such as the car body, driver's cab, doors, wheels, speed sensors, accelerometers, and train information management system, as well as trackside equipment such as track sections, switches, signals, beacons, platforms, and platform screen doors, the efficiency of debugging or testing train operation control systems is greatly improved. However, when performing station overrun or under-stop detection on the onboard controller of the train operation control system, the simulated train needs to be stopped near the critical point, such as ±0.499 meters or ±0.501 meters. Due to the large time delay between outputting traction / braking force and speed measurement and positioning, it is difficult for the train operation control system to achieve such high-precision driving control requirements, whether through manual or automatic driving.

[0004] In addition, the increasing new demands in the laboratory, such as running at a constant speed after reaching a predetermined speed at a predetermined position, also place high demands on the motion control accuracy of the simulated train.

[0005] Therefore, a technical solution is needed to achieve high-precision control of the motion state of the simulated train. Summary of the Invention

[0006] One objective of this application is to provide a method for assisting in driving a simulated train, thereby solving the problem that it is difficult to achieve high-precision control of the motion state of a simulated train under the existing technology.

[0007] To achieve the above objectives, some embodiments of this application provide a method for assisting in driving a simulated train, the method comprising:

[0008] An operation that triggered the simulated train to enter assisted driving mode was detected.

[0009] Obtain the target operating parameters of the simulated train, including target position, target speed, start-end acceleration rate, and peak speed;

[0010] Based on the target operating parameters and current operating status of the simulated train, the assisted driving journey is segmented. The current operating status includes the current position and the current speed.

[0011] Determine the starting and ending running states of the simulated train in each segment. The starting running state includes the starting position and starting speed, and the ending running state includes the ending position and ending speed.

[0012] According to the preset calculation cycle interval, the current acceleration rate of the simulated train is calculated in real time based on the current running status of the simulated train and the terminal running status corresponding to the current segment.

[0013] Control the simulated train to travel in the current segment at the current acceleration rate;

[0014] After the simulated train reaches the target location, it continues to run at the speed at which it reached the target location until an operation that triggers the simulated train to exit the assisted driving mode is detected.

[0015] Furthermore, based on the target operating parameters and current operating status of the simulated train, the assisted driving journey is segmented, including:

[0016] The desired displacement of the first segment is determined based on the peak speed, current speed, and start-end acceleration of the simulated train.

[0017] The desired displacement at the end of the simulation is determined based on the target speed, peak speed, and start-end acceleration of the train.

[0018] If the distance between the current position and the target position of the simulated train is greater than the sum of the expected displacements of the first and last segments, the assisted driving journey is divided into the first segment, the middle segment, and the last segment.

[0019] If the distance between the current position and the target position of the simulated train is less than or equal to the sum of the expected displacement of the first segment and the expected displacement of the last segment, the assisted driving journey is divided into the first segment and the last segment.

[0020] Furthermore, the expected displacement of the first segment is determined by the absolute value of the ratio of the difference between the square of the peak velocity and the square of the current velocity to twice the starting and ending acceleration rates.

[0021] Furthermore, the expected displacement at the end is determined by the absolute value of the ratio of the difference between the square of the target velocity and the square of the peak velocity to twice the starting and ending acceleration rates.

[0022] Furthermore, the starting and ending operating states of the simulated train in each segment are determined, including:

[0023] When the assisted driving journey is divided into a first segment, a middle segment, and a last segment, or when the assisted driving journey is divided into a first segment and a last segment and the distance between the current position and the target position of the simulated train is equal to the sum of the expected displacement of the first segment and the expected displacement of the last segment, the current position of the simulated train is determined as the starting position of the first segment, the current speed is determined as the starting speed of the first segment, the sum of the current position and the expected displacement of the first segment is determined as the ending position of the first segment, and the peak speed is determined as the ending speed of the first segment; the difference between the target position and the expected displacement of the last segment is determined as the starting position of the last segment, the peak speed is determined as the starting speed of the last segment, the target position is determined as the ending position of the last segment, and the target speed is determined as the ending speed of the last segment.

[0024] Furthermore, the starting and ending operating states of the simulated train in each segment are determined, including:

[0025] When the assisted driving journey is divided into a first segment and a last segment, and the distance between the current position and the target position of the simulated train is less than the sum of the expected displacement of the first segment and the expected displacement of the last segment, the current position of the simulated train is determined as the starting position of the first segment, the current speed is determined as the starting speed of the first segment, the sum of the current position and the actual displacement of the first segment is determined as the ending position of the first segment, and the actual solution speed is determined as the ending speed of the first segment; the ending position of the first segment is determined as the starting position of the last segment, the ending speed of the first segment is determined as the starting speed of the last segment, the target position is determined as the ending position of the last segment, and the target speed is determined as the ending speed of the last segment.

[0026] Furthermore, the actual displacement of the first segment is determined by the ratio of the sum of the square of the target speed, twice the product of the starting and ending acceleration rates and twice the distance between the current position and the target position of the simulated train, to twice the starting and ending acceleration rates; the actual solution speed is determined by the square root of the sum of the square of the square of the current speed of the simulated train, the square of the target speed, twice the product of the starting and ending acceleration rates and twice the distance between the current position and the target position of the simulated train.

[0027] Furthermore, the current acceleration rate of the simulated train is determined by the ratio of the difference between the square of the end speed of the current segment and the square of the current speed, to twice the distance between the current position of the simulated train and the end position of the current segment.

[0028] Some embodiments of this application also provide a computer-readable medium having computer-readable instructions stored thereon, which can be executed by a processor to implement the aforementioned method for assisted driving simulation trains.

[0029] Some embodiments of this application also provide an electronic device, which includes a memory for storing computer program instructions and a processor for executing the computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device performs the aforementioned method for assisted driving simulation train.

[0030] Compared with existing technologies, the solution provided in this application can obtain the target operating parameters of the simulated train, divide the assisted driving journey into segments based on the target operating parameters and the current operating status of the simulated train, determine the starting and ending operating status of the simulated train in each segment, and calculate the current acceleration rate of the simulated train in real time according to the current operating status of the simulated train and the ending operating status of the current segment according to a preset calculation cycle interval. The simulated train is controlled to travel in the current segment at the current acceleration rate until it reaches the target position, thereby improving the accuracy of driving the simulated train. The position accuracy of the simulated train can reach the millimeter level, and the speed accuracy can reach the millimeter / second level, meeting the increasing demand for assisted driving simulated trains in the laboratory. It has flexible application scenarios and can improve the convenience of operation. Attached Figure Description

[0031] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0032] Figure 1 A flowchart of a method for assisting driving a simulated train, provided for some embodiments of this application. Detailed Implementation

[0033] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0034] Here, the assisted driving simulation train method of this application embodiment is suitable for debugging or testing scenarios in which the operating status of the simulation train is controlled with high precision in a laboratory.

[0035] In this scenario, in addition to making the simulated train stop precisely at a predetermined location, it also includes various other requirements such as running at a constant speed after reaching a predetermined speed at a predetermined location, stopping after moving forward a predetermined distance, stopping after moving backward a predetermined distance, transmitting a predetermined number of pulse signals from the simulated speed sensor to the on-board controller, and stopping the simulated train at the boundaries of the transponder signal transmission field, the track boundary, and the signal protection boundary. To meet these requirements, high-precision control of the simulated train's operating status is necessary.

[0036] The method for assisted driving simulation train provided in this application can acquire the target operating parameters of the simulation train, divide the assisted driving journey into segments based on the target operating parameters and the current operating status of the simulation train, determine the starting and ending operating status of the simulation train in each segment, and calculate the current acceleration rate of the simulation train in real time according to the current operating status of the simulation train and the ending operating status of the current segment according to a preset calculation cycle interval. The simulation train is controlled to travel in the current segment at the current acceleration rate until the simulation train reaches the target position, thereby improving the accuracy of driving the simulation train. The position accuracy of the simulation train can reach the millimeter level, and the speed accuracy can reach the millimeter / second level, meeting the needs of the increasing number of assisted driving simulation trains in the laboratory. It has flexible application scenarios and can improve the convenience of operation.

[0037] Figure 1 The present application illustrates a method flow for an electronic device to perform assisted driving simulation train operation in some embodiments, such as... Figure 1 As shown, the method may include the following steps:

[0038] Step S101: An operation that triggers the simulated train to enter assisted driving mode is detected.

[0039] It is understood that electronic devices may include, but are not limited to, laptops, desktop computers, tablets, mobile phones, wearable devices, head-mounted displays, servers, mobile email devices, portable game consoles, portable music players, e-reader devices, televisions in which one or more processors are embedded or coupled, or other electronic devices capable of accessing networks.

[0040] Here, a simulated driving operation interface is usually provided for the driving operation of the simulated train. Users control the operation of the simulated train by operating the traction / brake handle or sending traction / brake commands on the simulated driving operation interface.

[0041] In some embodiments, assisted driving of the simulated train can be triggered by setting an assisted driving mode trigger control on the simulated driving operation interface, thereby achieving high-precision control of the simulated train's motion state. Here, the user triggers assisted driving of the simulated train by setting the assisted driving mode trigger control, causing the simulated train to enter assisted driving mode. The assisted driving mode indicator control is automatically set (indicating that the simulated train has entered assisted driving mode). After the assisted driving operation achieves its goal, the assisted driving mode trigger control is automatically reset (indicating that the assisted driving operation is complete). The user can exit the assisted driving mode of the simulated train by resetting the assisted driving mode indicator control.

[0042] For example, the trigger control for entering the assisted driving mode can be implemented as a checkbox control. The user selects the checkbox, which causes the electronic device to detect the setting operation. The electronic device enters the assisted driving mode based on the setting operation. The assisted driving mode indicates that the checkbox is automatically set (indicating that the simulated train has entered the assisted driving mode). After the assisted driving operation achieves its goal, the assisted driving mode trigger checkbox is automatically reset (indicating that the assisted driving operation is completed). The assisted driving mode is exited by detecting the user's assisted driving mode indicating that the checkbox is canceled.

[0043] In some embodiments, the trigger control for entering the assisted driving mode can be multiple controls. After any one of these controls is set according to user operation, the electronic device controls the other controls to automatically reset and controls the simulated train to enter the assisted driving mode. The assisted driving mode indicator control is automatically set, and after entering the assisted driving mode, the motion state of the simulated train is only affected by the set target operating parameters. These multiple controls can be controls specifically designed to control the simulated train to enter the assisted driving mode, such as a "Target Distance" checkbox, a "Travel to Target Coordinates" checkbox, a "Travel to Target Platform" checkbox, and a "Travel to Next Platform" checkbox.

[0044] Step S102: Obtain the target operating parameters of the simulated train.

[0045] After the electronic equipment controls the simulated train to enter the assisted driving mode, it first obtains the target operating parameters of the simulated train. The target operating parameters are used to describe the operating control objectives of the simulated train, such as where to drive the simulated train with assistance and what the speed is when reaching that position.

[0046] In some embodiments, the target operating parameters may include, but are not limited to, target position, target speed, start-end acceleration rate, and peak speed. The target speed is the speed at which the assisted driving simulation train reaches the target position. The start-end acceleration rate is the absolute value of the acceleration rate used by the simulation train to reach the peak speed from the current speed during the assisted driving simulation process, and the absolute value of the deceleration rate used to reduce the simulation train from the peak speed to the target speed. If the current speed is less than the peak speed, then the peak speed is the highest speed of the simulation train during the assisted driving simulation process.

[0047] In some embodiments, the target location may include, but is not limited to, target displacement, target coordinates, target platform, and next platform. Target displacement is used to set the travel distance of the assisted driving simulation train. Target coordinates are used to set the coordinates of the assisted driving simulation train's final destination. Target platform is used to set the final platform reached by the assisted driving simulation train. Next platform is used to set the assisted driving simulation train's final destination as the next platform.

[0048] Here, the target operating parameters input by the user can be obtained by setting target operating parameter input controls on the simulated driving operation interface. These controls may include, but are not limited to: controls for setting the target position, controls for setting the target speed, controls for setting the start-end acceleration rate, controls for setting the apex speed, etc.

[0049] Controls used to set the target location may include, but are not limited to, controls for setting the target displacement, controls for setting the target coordinates, controls for setting the target station, and controls for setting the next station.

[0050] The control used to set the target displacement can be, for example, a "Target Displacement" edit box, where the user sets a numerical value for the target displacement. If the set target displacement is greater than 0, the target position is located in front of the current position of the simulation train, and the distance between the current position and the target position is the set target displacement, meaning that the simulation train should be assisted to move forward to the target position. If the set target displacement is less than 0, the target position is located behind the current position of the simulation train, and the distance between the current position and the target position is the absolute value of the set target displacement, meaning that the simulation train should be assisted to move backward to the target position. If the set target displacement is equal to 0, the target position is the current position of the simulation train, meaning that the simulation train remains stationary.

[0051] Controls for setting target coordinates can be, for example, an "Edge Number" edit box and an "Offset" edit box. The target coordinates are represented by a tuple <edge number, offset>, where the edge number describes the number of an edge on the track plan, and the offset describes the distance from the starting point of that edge. The user enters the corresponding data in the two edit boxes to determine the target coordinates. If the set target coordinates are in front of the current position of the simulation train, the target position is the position corresponding to the target coordinates, meaning the simulation train needs to be driven forward to the target position. If the set target coordinates are behind the current position of the simulation train, the target position is the position corresponding to the target coordinates, meaning the simulation train needs to be driven backward to the target position. If the set target coordinates are the coordinates of the current position of the simulation train, the simulation train remains stationary.

[0052] The control used to set the target station can be, for example, a "Station" drop-down menu edit box. Users can select the target station from the drop-down menu or enter the target station name in the edit box. If the set target station is located in front of the current position of the simulation train, the target position is the position where the simulation train stops at the target station, meaning the simulation train needs to be driven forward to the target position. If the set target station is located behind the current position of the simulation train, the target position is the position where the simulation train stops at the target station, meaning the simulation train needs to be driven backward to the target position. If the set target station stopping point is the current position of the simulation train, the simulation train will remain stationary.

[0053] The control used to set the next station can be, for example, a "Drive to the next station" checkbox. By selecting this checkbox, the user sets the simulated train to drive to the next station. The target location is the next station stopping point ahead of the current position of the simulated train, which means that the simulated train needs to be driven forward to the target location.

[0054] Additionally, the control for setting the target speed can be, for example, a "Target Speed" edit box, where the user sets a numerical value for the target speed. If the target speed is set to 0, it means that the simulated train will remain stationary after reaching the target position; if the target speed is set to greater than 0, it means that the simulated train will continue to move at a constant speed after reaching the target position.

[0055] The control used to set the start-end acceleration rate can be, for example, a "Start-End Acceleration Rate" edit box, where the user sets the numerical value of the start-end acceleration rate. During the acceleration of the assisted driving simulation train, the acceleration rate of the simulation train is equal to or close to the set start-end acceleration rate; during the deceleration of the assisted driving simulation train, the absolute value of the acceleration rate of the simulation train (when decelerating, the acceleration rate is less than 0) is equal to or close to the set start-end acceleration rate.

[0056] A control for setting the vertex rate can be, for example, a "Vertex Rate" edit box, where the user sets a numerical value for the vertex rate. The vertex rate is a parameter used to adjust the speed; it can be greater than, equal to, or less than the current speed or the target speed, and is typically set slightly lower than the value determined by the vehicle controller as speeding.

[0057] Step S103: Divide the assisted driving journey into segments based on the target operating parameters and current operating status of the simulated train.

[0058] In some embodiments, the current operating state of the simulated train may include, but is not limited to, the current position and current speed of the simulated train. The current position of the simulated train is the position of the simulated train when entering the assisted driving mode, and can be represented, for example, by a tuple <edge number, offset>. The current speed of the simulated train is the speed of the simulated train when entering the assisted driving mode.

[0059] Here, the assisted driving journey can be divided into two or three segments based on the current position, current speed, start-end acceleration rate, peak speed, target position, and target speed of the simulated train. Two segments are the first segment and the last segment, and three segments are the first segment, the middle segment, and the last segment.

[0060] If the current speed of the simulated train is 0, the first segment of the assisted driving journey is the acceleration phase of the simulated train starting from a standstill. If the current speed of the simulated train is greater than 0 and less than the peak speed, the first segment of the assisted driving journey is the acceleration phase of the simulated train starting from a non-zero speed. If the current speed of the simulated train is greater than 0 and greater than the peak speed, the first segment of the assisted driving journey is the deceleration phase of the simulated train starting from a non-zero speed.

[0061] In some embodiments, segmenting the assisted driving journey according to the target operating parameters and current operating status of the simulated train may include the following steps:

[0062] 1) Determine the expected displacement of the first segment based on the peak speed, current speed, and start-end acceleration of the simulated train;

[0063] 2) Determine the desired displacement at the end of the simulated train based on the target speed, peak speed, and start-end acceleration rates;

[0064] 3) When the distance between the current position and the target position of the simulated train is greater than the sum of the expected displacement of the first segment and the expected displacement of the last segment, the assisted driving distance is divided into the first segment, the middle segment and the last segment.

[0065] 4) If the distance between the current position and the target position of the simulated train is less than or equal to the sum of the expected displacement of the first segment and the expected displacement of the last segment, the assisted driving journey is divided into the first segment and the last segment.

[0066] Here, assuming the distance between the simulated train's current position and the target position is sufficiently large, the assisted driving journey can be divided into three segments: the initial segment, the middle segment, and the final segment. In the initial segment, the simulated train accelerates (or decelerates) from its current speed to its peak speed according to the initial-to-final acceleration rate. In the middle segment, the simulated train moves at a constant speed according to the peak speed. In the final segment, the simulated train decelerates (or accelerates) from its peak speed to the target speed according to the initial-to-final acceleration rate. Therefore, the displacement of the simulated train during acceleration can be expressed by the following formula:

[0067] Displacement during acceleration = (square of the final velocity of acceleration – square of the initial velocity of acceleration) / (2 × acceleration rate);

[0068] The expected displacement of the first segment is used to describe the distance the simulated train travels from its current position to the end position of the first segment. In some embodiments, the expected displacement of the first segment is determined by the absolute value of the ratio of the difference between the square of the peak speed and the square of the current speed, to twice the starting and ending acceleration rates. Specifically, it can be expressed by the following formula:

[0069] The expected displacement of the first segment is the absolute value of (the square of the peak velocity – the square of the current velocity) / (2 × the starting and ending acceleration rates).

[0070] The expected displacement at the end of the segment describes the distance the simulated train travels from the starting point at the end of the segment to the target position. In some embodiments, the expected displacement at the end of the segment is determined by the absolute value of the ratio of the difference between the square of the target speed and the square of the peak speed, to twice the starting and ending acceleration rates. Specifically, it can be expressed by the following formula:

[0071] The final expected displacement is the absolute value of (the square of the target velocity – the square of the peak velocity) / (2 × the starting and ending acceleration rates).

[0072] In some embodiments, the assisted driving journey is divided into three or two segments based on the distance between the current position and the target position of the simulated train and the sum of the expected displacements of the first and last segments. If the distance between the current position and the target position of the simulated train is greater than the sum of the expected displacements of the first and last segments, the assisted driving journey is divided into three segments; if the distance between the current position and the target position of the simulated train is less than or equal to the sum of the expected displacements of the first and last segments, the assisted driving journey is divided into two segments.

[0073] Step S104: Determine the starting point and ending point running status of the simulated train for each segment.

[0074] After determining the segments of the assisted driving route, the starting and ending running states of the simulated train are determined for each segment.

[0075] Here, the starting point running status of the simulated train may include, but is not limited to, the starting point position and the starting point speed, and the ending point running status may include, but is not limited to, the ending point position and the ending point speed.

[0076] In some embodiments, the assisted driving journey is divided into a first segment, a middle segment, and a final segment. The current position of the simulated train is determined as the starting point of the first segment, the current speed is determined as the starting speed of the first segment, the sum of the current position and the expected displacement of the first segment is determined as the ending point of the first segment, and the peak speed is determined as the ending speed of the first segment. Similarly, the difference between the target position and the expected displacement of the final segment is determined as the starting point of the final segment, the peak speed is determined as the starting speed of the final segment, the target position is determined as the ending point of the final segment, and the target speed is determined as the ending speed of the final segment. Furthermore, the ending point of the first segment is determined as the starting point of the middle segment, the peak speed is determined as the starting speed of the middle segment, and the starting point of the final segment is determined as the ending point of the middle segment, and the peak speed is determined as the ending speed of the middle segment.

[0077] In some embodiments, the assisted driving journey is divided into a first segment and a last segment, and the distance between the current position and the target position of the simulated train is equal to the sum of the expected displacement of the first segment and the expected displacement of the last segment. Therefore, the current position of the simulated train is determined as the starting point position of the first segment, the current speed is determined as the starting speed of the first segment, the sum of the current position and the expected displacement of the first segment is determined as the ending position of the first segment, and the peak speed is determined as the ending speed of the first segment. Similarly, the difference between the target position and the expected displacement of the last segment is determined as the starting point position of the last segment, the peak speed is determined as the starting speed of the last segment, the target position is determined as the ending position of the last segment, and the target speed is determined as the ending speed of the last segment. Furthermore, the ending position of the first segment is determined as the starting point position of the middle segment, the peak speed is determined as the starting speed of the middle segment, the starting position of the last segment is determined as the ending position of the middle segment, and the peak speed is determined as the ending speed of the middle segment.

[0078] In some embodiments, the assisted driving journey is divided into a first segment and a last segment, and the distance between the current position and the target position of the simulated train is less than the sum of the expected displacement of the first segment and the expected displacement of the last segment. In this case, the current position of the simulated train is determined as the starting position of the first segment, the current speed is determined as the starting speed of the first segment, the sum of the current position and the actual displacement of the first segment is determined as the ending position of the first segment, and the actual solution speed is determined as the ending speed of the first segment. The ending position of the first segment is determined as the starting position of the last segment, the ending speed of the first segment is determined as the starting speed of the last segment, the target position is determined as the ending position of the last segment, and the target speed is determined as the ending speed of the last segment.

[0079] Here, the distance between the current position and the target position of the simulated train is less than the sum of the expected displacement of the first segment and the expected displacement of the last segment. Therefore, the end speed of the first segment is not the peak speed. It is necessary to solve for the actual speed of the simulated train at the end position of the first segment. The actual solved speed is the end speed of the simulated train at the first segment. The actual displacement of the first segment is the distance of the simulated train from the current position to the end position of the first segment.

[0080] In some embodiments, the actual solution rate is determined by the square root of the sum of the squares of the current speed of the simulated train, the squares of the target speed, the start-end acceleration rate, and twice the distance between the current and target positions of the simulated train; the actual displacement of the first segment is determined by the ratio of the sum of the squares of the target speed, twice the product of the start-end acceleration rate and twice the distance between the current and target positions of the simulated train, to twice the start-end acceleration rate. Specifically, this can be expressed by the following formula:

[0081] Actual solution rate = (square of current rate + square of target rate + 2 × starting and ending acceleration rate × distance from current position to target position) square root;

[0082] The actual displacement of the first segment = (square of the target velocity + 2 × acceleration rate from start to finish × distance from the current position to the target position) / (2 × acceleration rate from start to finish).

[0083] The actual solution rate is calculated as follows:

[0084] Let the actual solution rate, i.e. the rate at the end of the first segment, be x. Then we can obtain the following three equations:

[0085] (1) The actual displacement of the first segment = (x squared – current speed squared) / (2 × absolute value of the starting and ending acceleration rate);

[0086] (2) The actual displacement at the end of the segment = (the square of the target speed – the square of x) / (2 × the absolute value of the starting and ending acceleration rate);

[0087] (3) Actual displacement of the first segment + Actual displacement of the last segment = Distance from the current position to the target position.

[0088] Substituting equations (1) and (2) into equation (3), we get:

[0089] The absolute value of (x² – current speed²) / (2 × start-to-end acceleration) + (target speed² – x²) / (2 × start-to-end acceleration) = distance from the current position to the target position.

[0090] After removing the absolute value and rearranging the equation, we get:

[0091] x squared = current speed squared + target speed squared + 2 × start-end acceleration rate × distance from current position to target position.

[0092] Solving for x, we get: x = (the square root of the current speed + the square of the target speed + 2 × the starting and ending acceleration rate × the distance from the current position to the target position).

[0093] Substituting the obtained x into equation (1), we get:

[0094] The actual displacement of the first segment = (square of the target velocity + 2 × acceleration rate from start to finish × distance from the current position to the target position) / (2 × acceleration rate from start to finish).

[0095] Step S105: According to the preset calculation cycle interval, the current acceleration rate of the simulated train is calculated in real time based on the current running status of the simulated train and the terminal running status corresponding to the current segment.

[0096] When the simulated train travels within a defined segment, such as the first or last segment, its current acceleration rate is calculated at regular intervals. The calculation method involves determining the current acceleration rate based on the simulated train's current position (i.e., the position obtained in the last calculation), current speed (i.e., the speed obtained in the last calculation), the end position of the segment, and the end speed. In some embodiments, the simulated train's current acceleration rate is determined by the ratio of the difference between the square of the end speed of the current segment and the square of the current speed, to twice the distance between the simulated train's current position and the end position of the current segment.

[0097] Specifically, it can be expressed by the following formula:

[0098] Current acceleration rate = (square of the end speed of the segment – ​​square of the current speed) / (2 × distance from the current position to the end position of the segment).

[0099] After calculating the current acceleration rate, this current acceleration rate is used as the acceleration rate of the simulated train, and the influence of the track gradient on the acceleration rate of the simulated train is ignored.

[0100] Furthermore, the simulated train speed calculated in this study can be expressed by the following formula:

[0101] The simulated train speed calculated in this calculation is equal to the current speed (i.e. the train speed calculated in the last calculation) plus the current acceleration rate multiplied by the calculation cycle interval.

[0102] The simulated train displacement within this calculation period can be expressed by the following formula:

[0103] Simulated train displacement within this calculation cycle interval = (current speed + train speed calculated this time) / 2 × calculation cycle interval.

[0104] The simulated train position obtained from this calculation can be expressed by the following formula:

[0105] The simulated train position obtained in this calculation = current position (i.e., the train position obtained in the last calculation) + train displacement within this calculation cycle interval.

[0106] Step S106: Control the simulated train to travel in the current segment according to the current acceleration rate.

[0107] After obtaining the current acceleration rate of the simulated train, the electronic equipment controls the simulated train to travel in the current segment according to the current acceleration rate.

[0108] During the simulated train's operation, if the onboard controller of the train operation control system is triggered to output an emergency braking command before the simulated train has reached the target position and speed (for example, the overspeed protection device of the train operation control system detects that the simulated train is speeding), the emergency braking process will begin until the onboard controller outputs an emergency braking relief command, after which the process of assisting in driving the simulated train will resume.

[0109] In addition, if any of the target operating parameters, such as the start-end acceleration rate or the peak speed, changes, the currently executing assisted driving simulation train process will be terminated. Based on the new target operating parameters, the relevant operating parameters of the simulation train in the assisted driving mode will be redefined, and the assisted driving process will be executed according to the new operating parameters.

[0110] Step S107: After the simulated train reaches the target position, it continues to run at the speed at which it reached the target position until an operation that triggers the simulated train to exit the assisted driving mode is detected.

[0111] Once the simulated train reaches the final destination (target position) and achieves the target speed, it enters the assisted driving mode. This triggers controls such as the "Target Distance" checkbox, "To Target Coordinates" checkbox, "To Target Platform" checkbox, and "To Next Platform" checkbox to automatically reset (indicating the completion of the assisted driving operation triggered by the control). The simulated train's current acceleration rate is set to 0, meaning the simulated train will maintain its current speed. If the current speed is greater than 0, it will run at a constant speed; otherwise, it will remain stationary.

[0112] In addition, after the simulated train reaches the target position and speed, if the onboard controller outputs an emergency braking command, the emergency braking process will begin. When the onboard controller outputs an emergency braking relief command, the simulated train will remain stationary.

[0113] Here, the operation for the simulated train to exit the assisted driving mode can be, for example, canceling the checkbox of the assisted driving mode indicator control. After detecting the operation to exit the assisted driving mode, the electronic device will execute the corresponding assisted driving mode exit process.

[0114] After exiting the assisted driving mode, the acceleration rate of the simulated train is no longer determined by the current acceleration rate calculated in the assisted driving mode, but by the way the acceleration rate was controlled before entering the assisted driving mode, such as the position of the traction / brake handle on the driver's cab, the track gradient, the traction / brake commands output by the onboard controller, and the emergency braking commands.

[0115] This application also provides a computer-readable medium having computer-readable instructions stored thereon, which can be executed by a processor to implement the aforementioned method for assisted driving simulation trains.

[0116] This application also provides an electronic device, which includes a memory for storing computer program instructions and a processor for executing the computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device performs the aforementioned method for assisting driving a simulated train.

[0117] In summary, the solution provided in this application can obtain the target operating parameters of the simulated train. Based on the target operating parameters and the current operating status of the simulated train, the assisted driving journey is segmented, and the starting and ending operating status of the simulated train in each segment is determined. According to a preset calculation cycle interval, the current acceleration rate of the simulated train is calculated in real time based on the current operating status of the simulated train and the ending operating status of the current segment. The simulated train is controlled to travel in the current segment at the current acceleration rate until it reaches the target position, thereby improving the accuracy of driving the simulated train. The positional accuracy of the simulated train can reach the millimeter level, and the speed accuracy can reach the millimeter / second level, meeting the increasing demand for assisted driving simulated trains in the laboratory. It has flexible application scenarios and can improve the convenience of operation.

[0118] It should be noted that this application can be implemented in software and / or a combination of software and hardware, for example, using an application-specific integrated circuit (ASIC), a general-purpose computer, or any other similar hardware device. In one embodiment, the software program of this application can be executed by a processor to implement the steps or functions described above. Similarly, the software program of this application (including related data structures) can be stored in a computer-readable recording medium, such as RAM memory, magnetic or optical drives, floppy disks, and similar devices. Furthermore, some steps or functions of this application can be implemented in hardware, for example, as circuitry that cooperates with a processor to perform the various steps or functions.

[0119] In a typical configuration of this application, both the terminal and the network device include one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0120] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0121] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include non-transitory computer-readable media, such as modulated data signals and carrier waves.

[0122] Furthermore, a portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. The program instructions invoking the methods of this application may be stored in a fixed or removable recording medium, and / or transmitted via a data stream in a broadcast or other signal carrying medium, and / or stored in the working memory of a computer device operating according to the program instructions. Here, one embodiment of this application includes a device comprising a memory for storing computer program instructions and a processor for executing the program instructions, wherein, when the computer program instructions are executed by the processor, the device is triggered to run methods and / or technical solutions based on the foregoing embodiments of this application.

[0123] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within this application. No reference numerals in the claims should be construed as limiting the scope of the claims. Furthermore, it is clear that the word "comprising" does not exclude other units or steps, and the singular does not exclude the plural. Multiple units or devices recited in the apparatus claims may also be implemented by a single unit or device in software or hardware. The terms "first," "second," etc., are used to indicate names and do not indicate any particular order.

Claims

1. A method for assisting in driving a simulated train, characterized in that, The method includes: An operation that triggered the simulated train to enter assisted driving mode was detected. Obtain the target operating parameters of the simulated train, wherein the target operating parameters include target position, target speed, start-end acceleration rate, and peak speed; Based on the target operating parameters and current operating status of the simulated train, the assisted driving journey is segmented, including: determining the expected displacement of the first segment based on the peak speed, current speed, and start-end acceleration rate of the simulated train; determining the expected displacement of the final segment based on the target speed, peak speed, and start-end acceleration rate of the simulated train; dividing the assisted driving journey into a first segment, a middle segment, and a final segment if the distance between the current position and the target position of the simulated train is greater than the sum of the expected displacement of the first segment and the expected displacement of the final segment; and dividing the assisted driving journey into a first segment and a final segment if the distance between the current position and the target position of the simulated train is less than or equal to the sum of the expected displacement of the first segment and the expected displacement of the final segment. The current operating status includes the current position and the current speed. The starting point running state and the ending point running state of the simulated train in each segment are determined, wherein the starting point running state includes the starting point position and the starting point speed, and the ending point running state includes the ending point position and the ending point speed. According to the preset calculation cycle interval, the current acceleration rate of the simulated train is calculated in real time based on the current running status of the simulated train and the terminal running status corresponding to the current segment. Control the simulated train to travel in the current segment according to the current acceleration rate; After the simulated train reaches the target position, it continues to run at the speed at which it reached the target position until an operation that triggers the simulated train to exit the assisted driving mode is detected.

2. The method according to claim 1, characterized in that, The expected displacement of the first segment is determined by the absolute value of the ratio of the difference between the square of the peak velocity and the square of the current velocity to twice the starting and ending acceleration rates.

3. The method according to claim 1, characterized in that, The desired displacement at the end is determined by the absolute value of the ratio of the difference between the square of the target velocity and the square of the peak velocity to twice the starting and ending acceleration rates.

4. The method according to claim 1, characterized in that, Determining the starting and ending operating states of the simulated train at each segment includes: When the assisted driving journey is divided into a first segment, a middle segment, and a last segment, or when the assisted driving journey is divided into a first segment and a last segment and the distance between the current position of the simulated train and the target position is equal to the sum of the expected displacement of the first segment and the expected displacement of the last segment, the current position of the simulated train is determined as the starting position of the first segment, the current speed is determined as the starting speed of the first segment, the sum of the current position and the expected displacement of the first segment is determined as the ending position of the first segment, and the peak speed is determined as the ending speed of the first segment; the difference between the target position and the expected displacement of the last segment is determined as the starting position of the last segment, the peak speed is determined as the starting speed of the last segment, the target position is determined as the ending position of the last segment, and the target speed is determined as the ending speed of the last segment.

5. The method according to claim 1, characterized in that, Determining the starting and ending operating states of the simulated train at each segment includes: When the assisted driving journey is divided into a first segment and a last segment, and the distance between the current position of the simulated train and the target position is less than the sum of the expected displacement of the first segment and the expected displacement of the last segment, the current position of the simulated train is determined as the starting point position of the first segment, the current speed is determined as the starting point speed of the first segment, the sum of the current position and the actual displacement of the first segment is determined as the ending point position of the first segment, and the actual solution speed is determined as the ending point speed of the first segment; the ending point position of the first segment is determined as the starting point position of the last segment, the ending speed of the first segment is determined as the starting point speed of the last segment, the target position is determined as the ending point position of the last segment, and the target speed is determined as the ending speed of the last segment.

6. The method according to claim 5, characterized in that, The initial actual displacement is determined by the ratio of the sum of the square of the target speed, twice the product of the starting and ending acceleration rates and the distance between the current position and the target position of the simulated train, to twice the starting and ending acceleration rates; the actual solution rate is determined by the square root of the sum of the square of the square of the current speed of the simulated train, the square of the target speed, twice the product of the starting and ending acceleration rates and the distance between the current position and the target position of the simulated train.

7. The method according to claim 1, characterized in that, The current acceleration rate of the simulated train is determined by the ratio of the difference between the square of the end speed of the current segment and the square of the current speed to twice the distance between the current position of the simulated train and the end position of the current segment.

8. A computer-readable medium having stored thereon computer-readable instructions that can be executed by a processor to implement the method as described in any one of claims 1 to 7.

9. An electronic device comprising a memory for storing computer program instructions and a processor for executing the computer program instructions, wherein, When the computer program instructions are executed by the processor, the electronic device performs the method as described in any one of claims 1 to 7.

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