A method for automatic driving control of heavy-haul freight trains, electronic equipment and readable storage medium

Abstract

This invention discloses an automatic driving control method, electronic device, and readable storage medium for heavy-haul freight trains. The method includes: obtaining a basic braking force calculation formula for the train based on an air braking force calculation formula, to compile a basic braking force characteristic curve for the train; using a dynamic programming algorithm to generate a speed-mileage curve and corresponding control sequences for the train, constrained by the traction characteristic curve of the diesel locomotive, the basic braking force characteristic curve of the train, and preset operating conditions; and using a model predictive control method to output the corresponding control sequences as real-time control commands and send them to the driver controller, so that the driver controller controls the train to travel according to the speed-mileage curve. This invention can fully utilize the traction efficiency of the locomotive in the constant power range, avoid operational efficiency losses caused by constraint mismatch, and strictly adhere to operating specifications, reducing the risk of violations.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to an automatic driving control method for heavy-duty freight trains. Background Technology

[0002] In the heavy-duty freight sector, diesel locomotives are widely used, but their automatic driving control systems currently face numerous problems, hindering improvements in safety and operational efficiency. Specific issues are as follows: (1) Insufficient matching of traction characteristics and underutilization of constant power range. For example, the DF4D locomotive enters the constant power operating range after its speed exceeds 24.3 km / h, which is a key section for efficient traction; however, the existing automatic driving control does not accurately match the traction force in combination with the dynamic relationship between rotational speed and speed, resulting in low energy utilization efficiency in this range and failure to achieve the best traction performance.

[0003] (2) The calculation of air braking force is complex and has poor real-time performance. The air braking of internal combustion locomotives is usually divided into three stages: establishment, holding and release. Due to the air propagation delay, the pressure of the brake cylinder changes dynamically in each stage. Traditional methods take a long time to calculate the air braking force, and the calculation of braking force does not keep up with the dynamic changes of brake cylinder pressure, making it difficult to meet the requirements of real-time performance and high precision of braking control.

[0004] (3) Operating procedures are not integrated, making violations easy. Diesel locomotives have strict operating procedures, but the existing control system does not use these procedures as constraints, which can easily lead to problems such as excessively rapid speed adjustments and improper gear shifting, posing safety hazards.

[0005] Therefore, there is an urgent need for an automatic driving control method adapted to the characteristics of internal combustion locomotives to break through the technical bottleneck.

[0006] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0007] The purpose of this invention is to provide an automatic driving control method, electronic equipment, and readable storage medium for heavy-haul freight trains, which can fully utilize the traction efficiency of the locomotive in the constant power range, avoid operational efficiency loss caused by constraint mismatch, and strictly comply with operating specifications to reduce the risk of illegal operation.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solution: An automatic driving control method for a heavy-haul freight train, wherein the train consists of multiple vehicles, each vehicle is equipped with a braking device that generates braking force; at least one vehicle is a diesel locomotive that generates traction force, and the diesel locomotive is further equipped with a diesel engine, a driver controller connected to the diesel engine and the braking device, and an on-board controller connected to the driver controller; the automatic driving control method for the heavy-haul freight train is executed by the on-board controller, and the automatic driving control method for the heavy-haul freight train includes: The basic braking force calculation formula of the train is obtained based on the air braking force calculation formula of the train, so as to compile the basic braking force characteristic curve of the train; Using the traction characteristic curve of the diesel locomotive, the basic braking force characteristic curve of the train, and preset operating conditions as constraints, a dynamic programming algorithm is used to generate the speed-mileage curve of the train and the corresponding operation sequence. The model predictive control method is used to output the corresponding manipulation sequence as a real-time control command and send it to the driver controller so that the driver controller can control the train to travel according to the speed-mileage curve.

[0009] Optionally, the step of obtaining the basic braking force calculation formula of the train to compile the basic braking force characteristic curve of the train includes: The calculation formula for the air braking force of the train is simplified to obtain the calculation formula for the basic braking force of the train; and the basic braking force of the train is independent of the speed of the train. Curves of the train's basic braking force as a function of time are plotted during the three stages of air brake establishment, air brake maintenance, and air brake release to obtain the train's basic braking force characteristic curve.

[0010] Optionally, the formula for calculating the air braking force of the train is as follows: in, This represents the air braking force of the train at time t; The aerodynamic braking force of the i-th vehicle at time t is represented; n represents the total number of vehicles in the train. This represents the number of brake shoes for the i-th vehicle; This represents a fixed value related to the i-th vehicle's own characteristic parameters; This represents the pressure change in the brake cylinder at time t when braking is applied or released on the i-th vehicle. Indicates and , Relevant coefficients; This represents the coefficient relating the speed of the i-th vehicle to the speed of the train at time t. This represents the pressure change in the brake cylinder when braking is initiated on the i-th vehicle; This represents the pressure change in the brake cylinder when the brakes are released on the i-th vehicle; This represents the coefficient related to the brake shoe type for the i-th vehicle; This represents the speed of the train at time t; The simplified formula for the air braking force of the train is: in, This represents the basic braking force of the train at time t; and The calculation formula is as follows: .

[0011] Optionally, the preset operating conditions include: The speed change rate of the internal combustion engine is 20 (r / min) / s to 30 (r / min) / s; The permissible single change in the speed of the internal combustion engine is 30 r / min to 50 r / min; The internal combustion engine speed must be maintained for at least 1 second after each change. The train brakes must not be released when the train's speed is below 15 km / h.

[0012] Optionally, the driver controller has 0 gear, 1 gear, downshift, hold gear, and upshift; and 1 gear is a transition gear between 0 gear and downshift, hold gear, or upshift. When the driver controller is in gear 0, the diesel locomotive does not generate traction; when the driver controller is in downshift, the speed of the diesel engine decreases and the diesel locomotive generates traction. When the driver controller is in the gear holding state, the speed of the internal combustion engine remains unchanged and the internal combustion locomotive generates traction. When the driver controller is in upshift mode, the speed of the internal combustion engine increases and the internal combustion locomotive generates traction.

[0013] Optionally, the preset operating conditions further include: The braking device can only apply air braking force when the driver controller is in the 0 position; The driver controller must remain in gear 1 for at least 1 second after shifting from gear 0 to gear 1 before shifting to downshift, hold gear, or upshift; and The driver controller switches from downshifting, holding, or upshifting to gear 1 and remains in gear 1 for at least 1 second before switching to gear 0.

[0014] Optionally, the steps of generating the train's speed-distance curve and corresponding maneuvering sequence using a dynamic programming algorithm include: Load the state transition table; the state transition table includes multiple initial states, the transition state corresponding to each initial state, and the manipulation actions that can be taken from the initial state to the corresponding transition state; Dynamic programming is performed in multiple stages with N distance steps as a stage. Each distance step includes multiple differential intervals. In each stage, the transition states of the corresponding distance step are traversed from top to bottom in the state transition table according to the initial state of each distance step. The target migration state of the distance step is determined from the migration state of the corresponding distance step based on the speed limit line and guide line of the train and the final velocity between each micro-section within each distance step. Based on the final velocity and maneuvering action of each micro-region corresponding to the target migration state at each distance step in multiple stages, the speed-mileage planning curve and maneuvering sequence of the train are generated.

[0015] Optionally, the step of determining the target migration state of the distance step includes: S231. Determine the current transition state of the current distance step from the state transition table based on the initial state of the current distance step. S232. Calculate the final velocity between each micro-region within the current distance step based on the current migration state of the current distance step and the dynamic equation of the train. S233. Determine whether the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the speed limit line; if not, proceed to step S234. S234. Continue to determine whether the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the guide line; if not, proceed to step S235. S235. Perform a state transition operation on the current distance step size, wherein the current transition state is the target transition state of the current distance step size, and set the current transition state as the initial state of the next distance step size. S236, take the next distance step as the current distance step, and return to execute step S231.

[0016] Optionally, if step S234 determines that the final speed of the train in any micro-section within the current distance step exceeds the corresponding speed on the guide line, the method further includes the following steps: S237. Determine whether the current migration state is the last migration state of the current distance step; if not, proceed to step S238. S238, set the next migration state as the current migration state, and return to step S232.

[0017] Optionally, if step S237 determines that the current migration state is the last migration state of the current distance step, the method further includes the following steps: S239. Determine if there is a backtrackable path; if not, proceed to step S235; if yes, proceed to step S240. S240, Perform backtracking.

[0018] Optionally, if step S233 determines that the final speed of the train in any micro-section within the current distance step exceeds the corresponding speed on the speed limit line, the method further includes the following steps: S241, determine whether the current transition state is the last transition state of the current distance step; if not, proceed to step S238; if yes, proceed to step S242. S242. Determine if there is a backtrackable path for the current distance step; if yes, backtrack; otherwise, return "planning failed".

[0019] Optionally, the step of calculating the final velocity between each micro-region within the current distance step includes: Based on the initial state and the current migration state of the current distance step, determine the initial speed and the current migration speed of the internal combustion engine within the current distance step; The initial speed of the internal combustion engine within the current distance step is taken as the initial speed of the internal combustion engine within the first differential interval of the current distance step, and the initial speed of the train within the current distance step is taken as the initial speed of the train within the first differential interval of the current distance step. Based on the initial velocity of the train in the first differential interval and the initial rotational speed of the internal combustion engine in the first differential interval, find the traction force of the train in the first differential interval in the traction characteristic curve of the internal combustion locomotive; Based on the traction force and initial velocity of the train in the first differential interval and the length of the first differential interval, the final velocity of the train in the first differential interval is calculated based on the dynamic equation of the train. Calculate the travel time of the train in the first micro-section based on the initial and final speeds of the train in the first micro-section and the length of the first micro-section. The final speed of the internal combustion engine in the first micro-section is calculated based on the train's running time in the first micro-section and the rate of change of the internal combustion engine's speed. The final speed of the internal combustion engine in the first differential interval is taken as the initial speed of the train in the second differential interval, and the final speed of the train in the first differential interval is taken as the initial speed of the internal combustion engine in the second differential interval, so as to obtain the traction force and final speed of the train in the second differential interval and the final speed of the internal combustion engine in the second differential interval. After passing through multiple differential intervals, the final speed of the internal combustion engine reaches the current migration speed; thereafter, the internal combustion engine maintains the current migration speed, and the train maintains the corresponding final speed until the current distance step ends.

[0020] Optionally, the expression for the dynamic equation of the train is: in, This represents the final kinetic energy of the train in the k-th micro-section; Indicates the mass of the train; This represents the final velocity of the train in the k-th micro-section; This represents the final kinetic energy of the train in the (k-1)th micro-section; This represents the final speed of the train in the (k-1)th micro-section; This represents the traction force of the train in the k-th micro-section; This represents the air braking force of the train in the k-th micro-segment; Indicates the length of the differential interval; This represents the ramp resistance between the k-th micro-regions. This represents the curve resistance in the k-th micro-region. This represents the basic resistance of the train's operation in the kth micro-section.

[0021] Optionally, the formula for calculating the train's travel time is: in, This represents the travel time of the train between the k-th micro-divisions; The formula for calculating the final speed of the internal combustion engine is: in, This represents the final rotational speed of the internal combustion engine in the kth micro-division. This represents the final speed of the internal combustion engine in the (k-1)th micro-division. This indicates the rate of change of the internal combustion engine's rotational speed.

[0022] On the other hand, the present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, it implements the method described above.

[0023] In another aspect, the present invention also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the method described above.

[0024] Compared with the prior art, the present invention has at least one of the following advantages: The automatic driving control method for heavy-haul freight trains provided by this invention can not only match the train's traction characteristics to fully utilize the constant power range, but also meet the requirements for real-time and high-precision braking control. Furthermore, it avoids problems such as excessively rapid speed adjustments of the internal combustion engine and improper gear shifting by the driver controller during automatic driving, thereby reducing safety hazards. This invention breaks through the limitations of traditional generalized constraints, fully utilizes the traction efficiency of the locomotive within the constant power range, avoids operational efficiency losses due to constraint mismatches, and strictly adheres to operating procedures, reducing the risk of improper operation.

[0025] This invention calculates the speed state based on the train dynamics equations, achieving precise matching between the distance step size state and the locomotive characteristics. This ensures that the path planning conforms to the physical laws of the locomotive, guarantees speed control accuracy, and reduces the risks of overspeeding and abnormal state transitions.

[0026] This invention pre-programs the curves of the train's basic braking force over time during the three braking stages of air brake establishment, air brake maintenance, and air brake release before the train runs. This pre-programmed curve of the train's basic braking force characteristic facilitates the rapid calculation of the air braking force at different braking stages, avoiding traditional complex differential calculations. This significantly simplifies the braking force solution process, improves calculation speed, meets the real-time control requirements of automatic driving, and ensures that the braking force calculation closely matches the dynamic change law of brake cylinder pressure, thus guaranteeing braking control accuracy.

[0027] This invention introduces a "dual-line" protection system: an ATP speed limit line and a guide line (drawn by reverse differentiation in a coasting state after the speed limit line is lowered by 3 km / h). This is coupled with a backtracking mechanism (triggered in scenarios such as speeding, speed reaching 0, and violation of parking coasting constraints). An accelerated search dictionary (recording speeding node information to avoid redundant calculations) and a variable planning frequency (dynamically adjusting the planning timing based on the first maneuver, such as requiring the target speed to be reached and maintained for 1 second before planning) are designed. This balances planning safety and efficiency. Correspondingly, safety redundancy can be built through the "dual-line" constraints, the backtracking mechanism quickly corrects planning deviations, and the accelerated search dictionary and variable planning frequency improve algorithm efficiency, reduce invalid calculations, and adapt to the needs of multiple scenarios in interval operation. Attached Figure Description

[0028] Figure 1 This is a traction characteristic curve of an internal combustion locomotive provided in an embodiment of the present invention; Figure 2 This is a flowchart of an embodiment of the automatic driving control method for heavy-haul freight trains provided by the present invention; Figure 3 This is a basic braking force characteristic curve provided by an embodiment of the present invention; Figure 4 This is a schematic diagram illustrating the calculation principle of the final velocity between various micro-regions within a distance step, provided by an embodiment of the present invention. Figures 5a-5c A schematic diagram of a dynamic differential process as a specific example; Figure 6 This is a schematic diagram of a speed limiter line and a guide line provided in an embodiment of the present invention; Figures 7a to 7k This is a schematic diagram of the dynamic programming process as a specific example.

[0029] Figure 8 This is a schematic diagram of the variable programming frequency in the dynamic programming process provided in an embodiment of the present invention. Detailed Implementation

[0030] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a further detailed explanation of the automatic driving control method, electronic device, and readable storage medium for heavy-haul freight trains proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0031] In the field of heavy-haul freight transport, freight trains consist of multiple vehicles, each equipped with a braking device that generates braking force to force the vehicle to decelerate or stop. Specifically, at least one of the vehicles is a diesel locomotive that generates traction, and the locomotive is equipped with a diesel engine. It is understood that the diesel engine outputs torque, which is transmitted to the wheels of the locomotive via a transmission device to drive the wheels to rotate, thereby generating traction and propelling the train. It is understood that braking force and traction force are mutually exclusive; that is, braking force does not generate traction force, and vice versa.

[0032] In addition, the diesel locomotive is also equipped with a driver controller connected to the diesel engine and each of the braking devices; wherein, the driver controller can be used to adjust the rotational speed of the diesel engine and the braking force of the braking devices, thereby adjusting the speed of the diesel locomotive, and the speed of the diesel locomotive is the speed of the train.

[0033] Specifically, the driver controller has four gears: 0, 1, downshift, hold, and upshift. Gear 1 is a transitional gear between gear 0 and downshift, hold, or upshift. That is, the driver controller cannot directly switch from gear 0 to downshift, hold, or upshift; it must first switch from gear 0 to gear 1, and then from gear 1 to downshift, hold, or upshift. Similarly, the driver controller cannot directly switch from downshift, hold, or upshift to gear 0; it must first switch from downshift, hold, or upshift to gear 1, and then from gear 1 to gear 0.

[0034] More specifically, when the driver controller is in gear 0, the diesel locomotive does not generate traction. In this case, the engine speed is not zero, but the torque output by the engine is not transmitted to the wheels of the locomotive through the transmission device, preventing the wheels from rotating and thus preventing the locomotive from generating traction. When the driver controller is in gear 1, the diesel locomotive generates traction below the minimum engine speed.

[0035] When the driver controller is in downshift, the internal combustion engine speed decreases, and the locomotive generates a traction force corresponding to the reduced engine speed. When the driver controller is in hold shift, the internal combustion engine speed remains constant, and the locomotive generates a traction force corresponding to the engine speed. When the driver controller is in upshift, the internal combustion engine speed increases, and the locomotive generates a traction force corresponding to the increased engine speed.

[0036] Specifically, when the speed of the diesel locomotive exceeds a preset speed, the diesel locomotive enters a constant power operating range, that is... For a constant value, where This indicates the operating power of the diesel locomotive. This indicates the traction force generated by the internal combustion locomotive. This indicates that the speed of the diesel locomotive is the same as the speed of the train. It is understood that the constant power operating range is a critical section for efficient traction, requiring precise matching of the traction force between the diesel engine's rotational speed and the locomotive's speed to improve energy utilization efficiency within this range and achieve optimal traction performance. More specifically, such as... Figure 1 As shown, the relationship between the traction force generated by the diesel locomotive and the speed of the diesel locomotive at different engine speeds is typically described using a locomotive traction characteristic curve, which is plotted based on multiple experiments. Optionally, the diesel locomotive is a DF4D type diesel locomotive, and the preset speed is 24.3 km / h, but the present invention is not limited thereto.

[0037] As described in the background section, existing heavy-haul freight trains composed of diesel locomotives not only suffer from insufficient matching of traction characteristics leading to underutilization of the constant power range, but also from complex calculations of aerodynamic braking forces resulting in poor real-time performance, and from a lack of integration of operating procedures leading to easy violations.

[0038] In view of this, such as Figure 2 As shown, this embodiment provides an automatic driving control method for heavy-haul freight trains, executed by an onboard controller installed on the diesel locomotive, and the onboard controller is connected to the driver controller. The automatic driving control method for heavy-haul freight trains includes: Step S1: Obtain the basic braking force calculation formula of the train according to the air braking force calculation formula of the train, so as to compile the basic braking force characteristic curve of the train.

[0039] Step S2: Using the traction characteristic curve of the diesel locomotive, the basic braking force characteristic curve of the train, and preset operating conditions as constraints, the speed-mileage (vs curve) curve of the train and the corresponding operation sequence are generated by dynamic programming (DP) algorithm.

[0040] Step S3: Using the model predictive control method, the corresponding manipulation sequence is output as a real-time control command and sent to the driver controller, so that the driver controller controls the train to travel according to the speed-mileage curve.

[0041] Specifically, step S1 includes: Step S11, simplifying the air braking force calculation formula of the train to obtain the basic braking force calculation formula of the train; and the basic braking force of the train is independent of the speed of the train. Step S12, compiling the curves of the basic braking force of the train changing with time in the three braking stages of air braking establishment, air braking maintenance and air braking release, to obtain the basic braking force characteristic curve of the train.

[0042] More specifically, the formula for calculating the aerodynamic braking force of the train is as follows: (1) in, This represents the air braking force of the train at time t; The aerodynamic braking force of the i-th vehicle at time t is represented; n represents the total number of vehicles in the train. This represents the number of brake shoes for the i-th vehicle; This represents a fixed value related to the i-th vehicle's own characteristic parameters; This represents the pressure change in the brake cylinder at time t when braking is initiated or released on the i-th vehicle. Indicates and , Relevant coefficients; This represents the coefficient relating the speed of the i-th vehicle to the speed of the train at time t. This represents the pressure change in the brake cylinder when braking is initiated on the i-th vehicle; This represents the pressure change in the brake cylinder when the brakes are released on the i-th vehicle; This represents the coefficient related to the brake shoe type for the i-th vehicle; This represents the speed of the train at time t.

[0043] The simplified formula for the air braking force of the train is: (2) in, This represents the basic braking force of the train at time t; and The calculation formula is as follows: (3) Specifically, since the basic braking force of the train is independent of the train's speed, the curves showing the variation of the train's basic braking force with time during the three braking stages of air brake establishment, air brake maintenance, and air brake release can be pre-compiled according to formula (3) before the train runs. That is, the basic braking force characteristic curve of the train can be pre-compiled (e.g., ...). Figure 3As shown in the figure, the air braking force of the train at different braking stages can be quickly calculated according to formula (2), thereby saving calculation time and simplifying the calculation process of air braking force.

[0044] In one embodiment, in step S2, the preset operating conditions include: the engine speed change rate is 20 (r / min) / s to 30 (r / min) / s; the allowable single change in engine speed is 30 r / min to 50 r / min; and the engine speed must be maintained at the changed speed for at least 1 second after each change. When the train speed is below 15 km / h, the train brakes must not be released to prevent brake failure, vehicle impulsiveness, or decoupling risks caused by low-speed release; and releasing or weakening the braking effect on a braked train or locomotive is called release. Optionally, the engine speed change rate is 25 (r / min) / s; the allowable single change in engine speed is 50 r / min; and the engine speed must be maintained at the changed speed for 1 second after each change, but this invention is not limited to these conditions.

[0045] In another embodiment, the preset operating conditions further include: the braking device can only apply air braking force when the driver controller is in gear 0 (i.e., after the diesel locomotive has unloaded traction); the driver controller can only switch to downshift, hold gear, or upshift after switching from gear 0 to gear 1 and staying in gear 1 for at least 1 second; and the driver controller can only switch to gear 0 after switching from downshift, hold gear, or upshift to gear 1 and staying in gear 1 for at least 1 second, but the present invention is not limited thereto.

[0046] Specifically, by setting the preset operating conditions, problems such as excessively rapid speed adjustment of the internal combustion engine and improper gear shifting by the driver controller can be avoided during the automatic driving of the train, thereby reducing safety hazards.

[0047] Specifically, step S2, which uses a dynamic programming algorithm to generate the train's speed-mileage curve and corresponding maneuver sequence, includes: Step S21: Load the state transition table, which includes multiple initial states, a transition state corresponding to each initial state, and the manipulation actions that can be taken from the initial state to the corresponding transition state.

[0048] Specifically, multiple DP states can be preset based on the internal combustion engine speed, the presence or absence of traction force, the presence or absence of braking force, the air brake establishment time, and the air brake release time. More specifically, each DP state can be used as an initial state, and the corresponding transition state can be determined based on the transition relationship between the DP state and other DP states. Then, the maneuvering action that can be taken from each initial state to the corresponding transition state can be determined, thereby obtaining the state transition table.

[0049] In one embodiment, the DP state includes seven traction (Q) states, an intermediate (MQ) state, a coasting (D) state, and three air braking (A) states. The seven traction (Q) states and the intermediate (MQ) state are divided based on the engine speed; the seven traction (Q) states are designated as first traction state Q1, second traction state Q2, ..., sixth traction state Q6, and seventh traction state Q7; and the correspondence between the seven traction (Q) states and the engine speed is shown in Table 1.

[0050] Table 1. Correspondence between the 7 traction (Q) states and the engine speed of the internal combustion engine. The intermediate (MQ) state indicates that the speed of the internal combustion engine is between two adjacent traction states, denoted as MQ(w).

[0051] The coasting (D) state is a state with no traction and no braking force. In this case, the driver controller is in gear 0 and the braking device does not apply air braking force, which is denoted as D0.

[0052] The three air brake (A) states are divided according to the air brake establishment time and the air brake release time; the three air brake (A) states are air brake establishment state A0(t), air brake holding state A1, and air brake release state A2(t), where, This represents the time it takes for the air brakes to start building up or releasing, and its value ranges from 0 to the total vehicle braking time. Between or 0 to the full vehicle braking release time Between (e.g.) Figure 3 (as shown); and the three air brake (A) states are... or The correspondence between them is shown in Table 2.

[0053] Table 2. Three air brake (A) states and or Correspondence table between them In one embodiment, the state transition table is shown in Table 3. In Table 3, U (up) represents the increase in engine speed / the application of traction force by the locomotive; K (keep) represents the maintenance of engine speed / coasting; D (down) represents the decrease in engine speed / the removal of traction force by the locomotive; S (super down) represents the rapid decrease in engine speed; SA (start air) represents the start of applying air braking force; AU (air up) represents the increase in air brake pressure; AK (air keep) represents the maintenance of air brake pressure; and AD (air down) represents the decrease in air brake pressure.

[0054] It should be noted that the S-action aims to reduce the internal combustion engine speed to state Q1 as much as possible within the current distance step, according to the operating specifications, until the distance step ends. The significance of setting the S-action is to fully explore and utilize the locomotive's deceleration capability, effectively reducing the probability of overspeed risk, and also helping to reduce the number of backtracking operations during the DP algorithm's operation. In addition, when MQ(w) is between Q1 and Q2, MQ(w) can migrate to state D0 in addition to Q2 and Q1, and there is no longer an S-action path.

[0055] Table 3 State Transition Table Step S22: Perform multi-stage dynamic programming with N distance steps (i.e. DP steps) as a stage. Each distance step includes multiple differential intervals. In each stage, according to the initial state of each distance step, traverse the corresponding distance step's transition state from top to bottom in the state transition table.

[0056] Specifically, in step S23, the train's speed-mileage curve can be dynamically planned in multiple stages between the initial position and the final position. Optionally, in each stage, the number of distance steps is 10 (i.e., N is 10), each distance step is 100 meters, and each differential interval is 5 meters.

[0057] Specifically, in the current stage, the initial state of the first distance step is the transition state of the Nth distance step in the previous stage, and the initial state of the i-th distance step is the transition state of the (i-1)th distance step (2≤i≤N). It can be understood that in the first stage, for the first distance step, the driver controller is in gear 0 and the braking device is not applying braking force. At this time, the initial state of the first distance step is usually an inertial state (i.e., D0 in Table 3).

[0058] Step S23: Based on the speed limit line and guide line of the train and the final velocity between each micro-section within each distance step, determine the target migration state of the distance step from the migration state of the corresponding distance step; and the speed corresponding to the speed limit line at the same position is greater than the speed corresponding to the guide line.

[0059] Step S24: Based on the final velocity and maneuvering action between each micro-partition corresponding to the target migration state of each distance step in multiple stages, generate the speed-mileage planning curve and maneuvering sequence of the train.

[0060] Specifically, when state transitions are successfully performed for all N distance steps, meaning that the target transition state for each distance step has been determined, it indicates that the speed-mileage curve has been successfully planned. Since the final speeds between each micro-region have been calculated and obtained when determining the target transition state, the final speeds between each micro-region can be directly obtained to generate the train's speed-mileage planning curve. If state transitions cannot be performed for the N distance steps, it indicates that the curve planning has failed. More specifically, if the speed-mileage curve planning is successful, the manipulation actions corresponding to the target transition states of each distance step in multiple stages can be sorted chronologically to generate a manipulation sequence.

[0061] Specifically, step S23 includes: Step S231: Determine the current transition state of the current distance step from the state transition table based on the initial state of the current distance step. Step S232: Calculate the final velocity between each micro-section within the current distance step based on the current transition state of the current distance step and the dynamic equation of the train. Step S233: Determine whether the final velocity of the train between each micro-section within the current distance step does not exceed the corresponding speed on the speed limit line; if not, proceed to step S234. Step S234: Continue to determine whether the final velocity of the train between each micro-section within the current distance step does not exceed the corresponding speed on the guide line; if not, proceed to step S235. Step S235: Perform a state transition operation on the current distance step, where the current transition state is the target transition state of the current distance step, and set the current transition state as the initial state of the next distance step. Step S236: Use the next distance step as the current distance step and return to execute step S231.

[0062] Specifically, in step S23, if the speed of the train within the current distance step is lower than the specified minimum unrelief speed, the initial state of the current distance step cannot transition to the braking state. During the dynamic differentiation process, if the current state between certain differential intervals is in the braking holding state (A1), and the speed of the train is close to (slightly higher than) the minimum unrelief speed, then braking relief (i.e., performing AD control action) is performed in that differential interval.

[0063] In one embodiment, if step S234 determines that the final speed of the train between any micro-sections within the current distance step exceeds the corresponding speed on the guide line, the automatic driving control method for heavy-haul freight trains further includes: step S237, determining whether the current transition state is the last transition state of the current distance step; if not, then proceeding to step S238. Step S238: taking the next transition state as the current transition state, and returning to proceeding to step S232.

[0064] If step S237 determines that the current transition state is the last transition state of the current distance step, the heavy-haul freight train automatic driving control method further includes: step S239, determining whether there is a traceable path; if yes, then execute step S240; step S240, perform backtracking; if no, then execute step S235. That is, if there is no traceable path, it means that for the current distance step, there will be no planning curve that does not exceed the guide line, so it is allowed to exceed the guide line at this step to make the planning proceed smoothly, therefore step S235 is executed to perform state transition.

[0065] It should be noted that the backtracking mechanism is a key step in the dynamic programming (DP) algorithm. This means that the DP algorithm backtracks to the previous distance step, selects the next transition state as the new starting point, and continues with state transitions and differential calculations. This process continues until a feasible state transition path is found.

[0066] In one embodiment, if step S233 determines that the final speed of the train in any micro-section within the current distance step exceeds the corresponding speed on the speed limit line, the automatic driving control method for heavy-haul freight trains further includes: S241, determining whether the current transition state is the last transition state of the current distance step; if not, proceeding to step S238; if yes, proceeding to step S242. Step S242: determining whether there is a traceable path within the current distance step; if yes, backtracking is performed; if not, a planning failure is returned. That is, if all transition states within the current distance step cannot be transitioned, a determination is made as to whether there is a traceable path. If there is a traceable path, backtracking is performed to find a suitable planning path again. If there is no traceable path, it means that no matter how the plan is executed, the train speed will exceed the speed limit line, indicating that the curve planning has failed.

[0067] In one embodiment, such as Figure 4As shown, step S232 includes: Step S2321: Determine the initial speed and current migration speed of the internal combustion engine within the current distance step based on the initial state and current migration state. Step S2322: Use the initial speed of the internal combustion engine within the current distance step as the initial speed of the internal combustion engine in the first differential interval of the current distance step, and use the initial speed of the train within the current distance step as the initial speed of the train in the first differential interval of the current distance step. Step S2323: Based on the initial speed of the train in the first differential interval and the initial speed of the internal combustion engine in the first differential interval, find the traction force of the train in the first differential interval from the traction characteristic curve of the internal combustion locomotive. Step S2324: Based on the traction force and initial speed of the train in the first differential interval and the length of the first differential interval, calculate the final speed of the train in the first differential interval based on the dynamic equation of the train. Step S2325: Calculate the travel time of the train in the first micro-section based on the initial and final speeds of the train in the first micro-section and the length of the first micro-interval. Step S2326: Calculate the final speed of the internal combustion engine in the first micro-section based on the travel time of the train in the first micro-section and the rate of change of the internal combustion engine's speed. Step S2327: Use the final speed of the internal combustion engine in the first micro-interval as the initial speed of the train in the second micro-section, and use the final speed of the train in the first micro-interval as the initial speed of the internal combustion engine in the second micro-section, to obtain the traction force and final speed of the train in the second micro-interval, and the final speed of the internal combustion engine in the second micro-section. Step S2328: Until the final speed of the internal combustion engine reaches the current migration speed after passing through multiple micro-intervals; thereafter, the internal combustion engine maintains the current migration speed, and the train maintains the corresponding final speed until the current distance step ends. Optionally, in some embodiments, step S232 further includes: step S2329, setting the final velocity of the train in the last differential interval within the current distance step as the initial velocity of the train within the next distance step. Step S23210, setting the next distance step as the current distance step, and returning to execute step S2321.

[0068] Specifically, the calculation process for the final velocity and final rotation speed between other micro-partitions within the current distance step is similar to the calculation process for the final velocity and final rotation speed between the first micro-partition within the current distance step. Please refer to steps S2323 to S2326, which will not be repeated here.

[0069] Specifically, the expression for the dynamic equation of the train is as follows: (4) in, This represents the final kinetic energy of the train in the k-th micro-section; Indicates the mass of the train; This represents the final velocity of the train in the k-th micro-section; This represents the initial kinetic energy of the train in the kth micro-section (i.e., the final kinetic energy of the train in the (k-1)th micro-section). This represents the initial velocity of the train in the kth micro-section (i.e., the final velocity of the train in the (k-1)th micro-section). This represents the traction force of the train in the k-th micro-section; This represents the air braking force of the train in the k-th micro-segment; Indicates the length of the differential interval; This represents the ramp resistance between the k-th micro-regions. This represents the curve resistance in the k-th micro-region. This represents the basic resistance of the train running between the kth micro-sections; The formula for calculating the train's travel time is as follows: (5) in, This represents the travel time of the train between the k-th micro-divisions; The formula for calculating the final speed of the internal combustion engine is: (6) in, This represents the final rotational speed of the internal combustion engine in the kth micro-division. This represents the initial speed of the internal combustion engine in the kth micro-section (the final speed of the internal combustion engine in the (k-1)th micro-section). This indicates the rate of change of the internal combustion engine's rotational speed.

[0070] Furthermore, in step S232, if the continuous change in the speed of the internal combustion engine between multiple differential intervals within a distance step (e.g., the current distance step) reaches the allowable single change in the speed of the internal combustion engine (e.g., 50 r / min), the internal combustion engine maintains its speed (i.e., remains stationary) for 1 second, while the train's speed remains unchanged and it continues to move forward. For example... Figures 5a to 5c As shown, at a distance step size Within this range, the internal combustion engine's speed is within multiple differential intervals (e.g., Figures 5a to 5c The four differential intervals shown are 4 6 differential intervals, i.e., 6 If the continuous change between the speeds reaches 50 r / min, which is the allowable single change in the speed of the internal combustion engine, then the internal combustion engine will maintain its speed (i.e., hold its position) for 1 second, while the speed of the train remains unchanged and continues to move forward.

[0071] It should be noted that in step S23, the speed limit line can be obtained from the Automatic Train Protection (ATP) system, and the speed limit line is a protection curve provided by the ATP system. The guide line is a speed-mileage inverse line obtained by shifting the speed limit line down a certain distance (e.g., 3 km / h) and then redrawing it from back to front using a customized dynamic state and dynamic differentiation, such as... Figure 6 As shown. For ease of understanding, the following will use... Figures 7a to 7k The state transition process of the present invention will be explained using an example.

[0072] like Figure 7a As shown, the initial state of the current distance step is Q2. The corresponding transition states in the state transition table (as shown in Table 3) are Q3, Q2, Q1 and D0 respectively. It has been determined that the first transition state Q3 cannot be used as the target transition state. Therefore, the next step is to determine the second transition state Q2. Figure 7a The VS curve in the lower right corner is the speed-mileage curve within the current distance step, obtained through dynamic differential calculation. Specifically, it uses the control action K corresponding to the transition state Q2 to perform dynamic differential calculation, obtaining the final speed of the train between each micro-section within the current distance step. The VS curve shows that the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the speed limit line. Therefore, the transition state Q2 is considered to be ready to transition, but it is not transitioned at this point. The system continues to determine whether the final speed of the train between each micro-section within the current distance step exceeds the corresponding speed on the guide line.

[0073] like Figure 7b As shown, according to the vs curve in the lower right corner, if the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the guide line, then DP state transition is performed, that is, Q2 is determined as the target transition state, and state transition can continue for the next distance step.

[0074] like Figure 7c As shown, according to the vs curve in the lower right corner, the final speed of the train in the micro-partition within the current distance step exceeds the corresponding speed on the guide line. Since the transition state Q2 is not the last transition state of the current distance step, it is considered that the current transition state is not possible (there may be a more suitable transition state), so the next transition state is determined.

[0075] like Figure 7dAs shown, the current migration state is D0. According to the vs curve in the lower right corner, the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the speed limit line. However, there is a situation where the final speed of the train between micro-sections within the current distance step exceeds the corresponding speed on the guide line. Since migration state D0 is the last migration state of the current distance step, we continue to determine whether there is a backtrackable path.

[0076] like Figure 7e As shown, if a backtrackable path is identified, backtracking is performed to keep the planned curve below the guide line, which helps reduce speed fluctuations. Figure 7f As shown, if it is determined that there is no backtracking path, it means that there will be no planning curve that does not exceed the guide line. Therefore, it is allowed to exceed the guide line at this distance step to make the planning proceed smoothly. Thus, state transition can be performed, that is, D0 is determined as the target transition state, and state transition can continue for the next distance step.

[0077] The above describes the scenario where the final speed of the train in each micro-section within the current distance step does not exceed the corresponding speed on the speed limit line. For scenarios where the final speed of the train in each micro-section within the current distance step exceeds the corresponding speed on the speed limit line, please refer to... Figure 7g As shown in the figure, the VS curve in the lower right corner indicates that the final speed of the train in the micro-partitions within the current distance step exceeds the corresponding speed limit line, indicating that the current migration state cannot be migrated. At this time, it is necessary to continue to determine whether the current migration state is the last migration state of the current distance step.

[0078] like Figure 7h As shown, since the current transition state is Q2, and Q2 is not the last transition state of the current distance step, we continue to determine the next transition state.

[0079] like Figure 7i As shown, since the current migration state is D0, and D0 is the last migration state for the current distance step, we continue to determine if there is a backtrackable path. Figure 7j As shown, if a backtrackable path is identified, backtracking is performed to find a suitable new planned path. For example... Figure 7k As shown, if no path can be traced back, it means that no matter how the path is planned, the train speed will exceed the speed limit, which means that the curve planning has failed.

[0080] It should be noted that the backtracking mechanism will also be triggered if the train's speed is 0 or if the coasting constraint at the parking scene switching point is violated during the differentiation process.

[0081] Furthermore, in some embodiments, a mechanism to accelerate the search dictionary can be established; specifically, during the DP search process, if a certain node is reached... If, during the differentiation process, the train's speed exceeds the speed limit, then record the DP step index of the current node. Current train speed and the current internal combustion engine speed and elements Insert a dictionary to accelerate the search. This applies when a subsequent search reaches a certain node. When indexing in the accelerated search dictionary, if the following formula is satisfied: (7) This indicates that continuing the DP search along this node will inevitably result in speeding up, so backtracking should be triggered directly at this node. In other words, triggering the accelerated dictionary search mechanism will directly trigger backtracking. This optimization strategy effectively reduces redundant computation and improves the overall efficiency of the algorithm.

[0082] In some embodiments, the planning frequency of the dynamic algorithm adopts a variable planning frequency design, as detailed below: (1) As shown in 8, if the first manipulation action planned by the current distance step is to increase or decrease the speed, the next distance step planning will be started after reaching the speed and maintaining it for 1 second; if the migration is from Q1 or Q2 to D0, the next distance step planning will be started after reaching the D0 state. (2) If the first control action planned by the current distance step is a holding action (including speed holding, air brake holding, and coasting state holding), then the next distance step planning will be started in the next cycle; (3) If the first control action planned by the current distance step is the application of air brake (including the increase of brake pressure), the next distance step planning will be started after the train reaches the full braking state. (4) If the first control action planned by the current distance step is an air brake release action, the next distance step planning will be started after the train reaches the state of full brake release. (5) If a signal change occurs, the next distance step planning should be started immediately; The design of variable planning frequency allows the planning frequency to no longer be restricted by the distance step size, which has the following advantages: improving the operating efficiency of the train during the acceleration phase; and responding to changes in the track in a timely manner, especially during the air braking phase.

[0083] On the other hand, this embodiment also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, it implements the method described above.

[0084] On the other hand, this embodiment also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the method described above.

[0085] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0086] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0087] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. An automatic driving control method for a heavy-haul freight train, wherein the train consists of multiple vehicles, each vehicle is equipped with a braking device that generates braking force; at least one vehicle is a diesel locomotive that generates traction force, the diesel locomotive is further equipped with a diesel engine, a driver controller connected to the diesel engine and the braking device, and an on-board controller connected to the driver controller; characterized in that, The automatic driving control method for heavy-haul freight trains is executed by the on-board controller, and the automatic driving control method for heavy-haul freight trains includes: The basic braking force calculation formula of the train is obtained based on the air braking force calculation formula of the train, so as to compile the basic braking force characteristic curve of the train; Using the traction characteristic curve of the diesel locomotive, the basic braking force characteristic curve of the train, and preset operating conditions as constraints, a dynamic programming algorithm is used to generate the speed-mileage curve of the train and the corresponding operation sequence. The model predictive control method is used to output the corresponding manipulation sequence as a real-time control command and send it to the driver controller, so that the driver controller controls the train to travel according to the speed-mileage curve. The steps for obtaining the basic braking force calculation formula of the train and compiling the basic braking force characteristic curve of the train include: The calculation formula for the air braking force of the train is simplified to obtain the calculation formula for the basic braking force of the train; and the basic braking force of the train is independent of the speed of the train. The curves of the train's basic braking force as a function of time in the three stages of air brake establishment, air brake maintenance, and air brake release are plotted to obtain the train's basic braking force characteristic curve. The preset operating conditions include: The speed change rate of the internal combustion engine is 20 (r / min) / s to 30 (r / min) / s; The permissible single change in the speed of the internal combustion engine is 30 r / min to 50 r / min; The internal combustion engine speed must be maintained for at least 1 second after each change. The train brakes must not be released when the train's speed is below 15 km / h.

2. The automatic driving control method for heavy-haul freight trains as described in claim 1, characterized in that, The formula for calculating the aerodynamic braking force of the train is as follows: in, This represents the air braking force of the train at time t; The aerodynamic braking force of the i-th vehicle at time t is represented; n represents the total number of vehicles in the train. This represents the number of brake shoes for the i-th vehicle; This represents a fixed value related to the i-th vehicle's own characteristic parameters; This represents the pressure change in the brake cylinder at time t when braking is applied or released on the i-th vehicle. Indicates and , Relevant coefficients; This represents the coefficient relating the speed of the i-th vehicle to the speed of the train at time t. This represents the pressure change in the brake cylinder when braking is initiated on the i-th vehicle; This represents the pressure change in the brake cylinder when the brakes are released on the i-th vehicle; This represents the coefficient related to the brake shoe type for the i-th vehicle; This represents the speed of the train at time t; The simplified formula for the air braking force of the train is: in, This represents the basic braking force of the train at time t; and The calculation formula is as follows: 。 3. The automatic driving control method for heavy-haul freight trains as described in claim 1, characterized in that, The driver controller has 0 gear, 1 gear, downshift, hold gear, and upshift; and 1 gear is the transition gear between 0 gear and downshift, hold gear, or upshift. When the driver controller is in position 0, the diesel locomotive does not generate traction. When the driver controller is in downshift, the speed of the internal combustion engine decreases and the internal combustion locomotive generates traction. When the driver controller is in the gear holding state, the speed of the internal combustion engine remains unchanged and the internal combustion locomotive generates traction. When the driver controller is in upshift mode, the speed of the internal combustion engine increases and the internal combustion locomotive generates traction.

4. The automatic driving control method for heavy-haul freight trains as described in claim 3, characterized in that, The preset operating conditions also include: The braking device can only apply air braking force when the driver controller is in the 0 position; The driver controller must remain in gear 1 for at least 1 second after shifting from gear 0 to gear 1 before shifting to downshift, hold gear, or upshift; and The driver controller switches from downshifting, holding, or upshifting to gear 1 and remains in gear 1 for at least 1 second before switching to gear 0.

5. The automatic driving control method for heavy-haul freight trains as described in claim 1, characterized in that, The steps for generating the train's speed-distance curve and corresponding maneuver sequence using a dynamic programming algorithm include: Load the state transition table; the state transition table includes multiple initial states, the transition state corresponding to each initial state, and the manipulation actions that can be taken from the initial state to the corresponding transition state; Dynamic programming is performed in multiple stages with N distance steps as a stage. Each distance step includes multiple differential intervals. In each stage, the transition states of the corresponding distance step are traversed from top to bottom in the state transition table according to the initial state of each distance step. The target migration state of the distance step is determined from the migration state of the corresponding distance step based on the speed limit line and guide line of the train and the final velocity between each micro-section within each distance step. Based on the final velocity and maneuvering action of each micro-region corresponding to the target migration state at each distance step in multiple stages, the speed-mileage planning curve and maneuvering sequence of the train are generated.

6. The automatic driving control method for heavy-haul freight trains as described in claim 5, characterized in that, The steps for determining the target migration state at the distance step size include: S231. Determine the current transition state of the current distance step from the state transition table based on the initial state of the current distance step. S232. Calculate the final velocity between each micro-region within the current distance step based on the current migration state of the current distance step and the dynamic equation of the train. S233. Determine whether the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the speed limit line; if not, proceed to step S234. S234. Continue to determine whether the final speed of the train between each micro-section within the current distance step does not exceed the corresponding speed on the guide line; if not, proceed to step S235. S235. Perform a state transition operation on the current distance step size, wherein the current transition state is the target transition state of the current distance step size, and set the current transition state as the initial state of the next distance step size. S236, take the next distance step as the current distance step, and return to execute step S231.

7. The automatic driving control method for heavy-haul freight trains as described in claim 6, characterized in that, If step S234 determines that the final speed of the train in any micro-section within the current distance step exceeds the corresponding speed on the guide line, the following steps are also included: S237. Determine whether the current migration state is the last migration state of the current distance step; if not, proceed to step S238. S238, set the next migration state as the current migration state, and return to step S232.

8. The automatic driving control method for heavy-haul freight trains as described in claim 7, characterized in that, If step S237 determines that the current migration state is the last migration state of the current distance step, the method further includes the following steps: S239. Determine if there is a backtrackable path; if not, proceed to step S235; if yes, proceed to step S240. S240, Perform backtracking.

9. The automatic driving control method for heavy-haul freight trains as described in claim 8, characterized in that, If step S233 determines that the final speed of the train in any micro-section within the current distance step exceeds the corresponding speed on the speed limit line, the method further includes the following steps: S241, determine whether the current transition state is the last transition state of the current distance step; if not, proceed to step S238; if yes, proceed to step S242. S242. Determine if there is a backtrackable path for the current distance step; if yes, backtrack; otherwise, return "planning failed".

10. The automatic driving control method for heavy-haul freight trains as described in claim 9, characterized in that, The steps for calculating the final velocity between each micro-region within the current distance step include: Based on the initial state and the current migration state of the current distance step, determine the initial speed and the current migration speed of the internal combustion engine within the current distance step; The initial speed of the internal combustion engine within the current distance step is taken as the initial speed of the internal combustion engine within the first differential interval of the current distance step, and the initial speed of the train within the current distance step is taken as the initial speed of the train within the first differential interval of the current distance step. Based on the initial velocity of the train in the first differential interval and the initial rotational speed of the internal combustion engine in the first differential interval, find the traction force of the train in the first differential interval in the traction characteristic curve of the internal combustion locomotive; Based on the traction force and initial velocity of the train in the first differential interval and the length of the first differential interval, the final velocity of the train in the first differential interval is calculated based on the dynamic equation of the train. Calculate the travel time of the train in the first micro-section based on the initial and final speeds of the train in the first micro-section and the length of the first micro-section. The final speed of the internal combustion engine in the first micro-section is calculated based on the train's running time in the first micro-section and the rate of change of the internal combustion engine's speed. The final speed of the internal combustion engine in the first differential interval is taken as the initial speed of the train in the second differential interval, and the final speed of the train in the first differential interval is taken as the initial speed of the internal combustion engine in the second differential interval, so as to obtain the traction force and final speed of the train in the second differential interval and the final speed of the internal combustion engine in the second differential interval. After passing through multiple differential intervals, the final speed of the internal combustion engine reaches the current migration speed; thereafter, the internal combustion engine maintains the current migration speed, and the train maintains the corresponding final speed until the current distance step ends.

11. The automatic driving control method for heavy-haul freight trains as described in claim 10, characterized in that, The expression for the dynamic equation of the train is: in, This represents the final kinetic energy of the train in the k-th micro-section. Indicates the mass of the train; This represents the final velocity of the train in the k-th micro-section; This represents the final kinetic energy of the train in the (k-1)th micro-section; This represents the final speed of the train in the (k-1)th micro-section; This represents the traction force of the train in the k-th micro-segment; This represents the air braking force of the train in the k-th micro-segment; Indicates the length of the differential interval; This represents the ramp resistance between the k-th micro-regions. This represents the curve resistance in the k-th micro-region. This represents the basic resistance of the train running between the kth micro-sections.

12. The automatic driving control method for heavy-haul freight trains as described in claim 11, characterized in that, The formula for calculating the train's travel time is as follows: in, This represents the travel time of the train between the kth micro-divisions; The formula for calculating the final speed of the internal combustion engine is: in, This represents the final rotational speed of the internal combustion engine in the kth micro-division. This represents the final speed of the internal combustion engine in the (k-1)th micro-division. This indicates the rate of change of the internal combustion engine's rotational speed.

13. An electronic device, characterized in that, It includes a processor and a memory, wherein a computer program is stored in the memory, and when executed by the processor, the computer program implements the method as described in any one of claims 1 to 12.

14. A readable storage medium, characterized in that, The readable storage medium stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1 to 12.

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