Simulation method and simulation system for motion state in train coupling and uncoupling

Abstract

The invention provides a simulation method and a simulation system for a motion state in train coupling de-compiling, and the method comprises the steps: simulating the first motion state data of a plurality of trains, calculating the second motion state data of each train according to the first motion state data, and determining a corresponding position according to the second motion state data and position related information; and determining the mechanical coupling state or the mechanical de-compiling state of the train according to the corresponding position, so that the real-time switching of each train from the mechanical de-compiling state to the mechanical coupling state and from the mechanical coupling state to the mechanical de-compiling state can be ensured, the change authenticity and controllability of the motion state data of the coupling and de-compiling train in each link are improved, and the reliability and the reliability of the train are improved. The train motion state characteristic simulation data in the coupling and de-compiling process of a plurality of trains in a laboratory is consistent with the coupling and de-compiling train motion state data of a rail transit site in the aspects of accuracy, authenticity, real-time performance and collaboration, and the controllability which is difficult to have by the rail transit site is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of indoor simulation of rail transit trains, in particular to a simulation method and simulation system for motion state in train marshalling and unmarshalling. BACKGROUND

[0002] Online marshalling of two or three small-formation trains into a long-formation train group for operation, and online unmarshalling of a long-formation train group into two or three small-formation trains for separate operation, are a complex process for a rail transit train operation control system. There are high safety risks, long test time, and high test cost in the rail transit field for the train operation control system to test the marshalling and unmarshalling of trains, and in order to solve these problems, it is a good technical idea to simulate the marshalling and unmarshalling process of multiple simulation trains in a laboratory.

[0003] In the existing simulation test scheme for the marshalling and unmarshalling process of multiple trains, two or three simulation trains participating in the marshalling and unmarshalling are respectively simulated for the motion state characteristics of the train, and information is exchanged through network communication, but due to network communication delay, it is difficult to ensure the accuracy of the motion state characteristic data of each train, the authenticity of the changes, the real-time of the marshalling and unmarshalling state switching, and the coordination of the speed sensor signals transmitted to the vehicle-mounted controller of each simulation train in the moving train group.

[0004] Therefore, it is necessary to provide a technical scheme capable of improving the accuracy, authenticity, real-time, and coordination of train motion state characteristic data in the marshalling and unmarshalling simulation process of multiple trains. SUMMARY

[0005] An object of the present application is to provide a simulation method and simulation system for motion state in train marshalling and unmarshalling, to solve the problem of low accuracy, authenticity, real-time, and coordination of train motion state characteristic data in the marshalling and unmarshalling simulation process of multiple trains in the prior art.

[0006] To achieve the above object, some embodiments of the present application provide a simulation method for motion state in train marshalling and unmarshalling, which comprises:

[0007] The first train simulation device and the second train simulation device respectively simulate and calculate the first motion state data of the first train and the second train, and the first motion state data comprises an expected direction and an expected acceleration rate;

[0008] The first train simulation device and the second train simulation device respectively send the first motion state data to the third simulation device;

[0009] Within a preset running interval, the third simulation device calculates the second motion state data of the first train and the second train respectively based on the first motion state data. The second motion state data includes running direction, running acceleration rate, running speed, displacement increment, pulse number increment, displacement relative to the track, pulse number relative to the track, and speed sensor signal value.

[0010] The third simulation device sends the second motion state data to the corresponding first train simulation device and second train simulation device respectively.

[0011] The first train simulation device and the second train simulation device determine the positions of the first train and the second train respectively based on the second motion state data and position-related information, and send the positions to the third simulation device.

[0012] The third simulation device determines whether the first and second trains are in a mechanically coupled or mechanically disassembled state based on their respective positions.

[0013] The third simulation device sends the mechanical coupling status or mechanical disassembly status to the first train simulation device and the second train simulation device.

[0014] Furthermore, the first train simulation device and the second train simulation device respectively simulate and calculate the first motion state data of the first train and the second train, including:

[0015] The first train simulation device determines the desired direction and desired acceleration rate of the first train based on the driving mode and converted acceleration rate information of the first train. The converted acceleration rate information includes: converted acceleration rate of emergency braking force, converted acceleration rate of traction / brake handle position, converted acceleration rate of track gradient and gravity, converted acceleration rate of parking braking force, and converted acceleration rate of traction / brake reference value output by the on-board controller.

[0016] The second train simulation device determines the desired direction and desired acceleration rate of the second train based on the driving mode and converted acceleration rate information of the second train.

[0017] Furthermore, the driving modes of the first train include manual driving mode and automatic driving mode. The manual driving mode includes: manual coded driving mode, manual restricted forward driving mode and manual restricted backward driving mode. The automatic driving mode includes: train automatic driving mode and unmanned fully automatic driving mode.

[0018] Furthermore, the first train simulation device determines the desired direction and desired acceleration rate of the first train based on the first train's driving mode and calculated acceleration rate information, including:

[0019] When the driving mode of the first train is manual driving mode, the direction set by the direction device of the driver's cab with the head unit in the activated position is determined as the desired direction of the first train, and the desired acceleration rate of the first train is determined based on the acceleration rate converted from emergency braking force, the acceleration rate converted from traction / brake handle position, the acceleration rate converted from track gradient gravity, and the acceleration rate converted from parking braking force.

[0020] When the driving mode of the first train is automatic driving mode, the direction set by the direction command output by the on-board controller is determined as the desired direction of the first train, and the desired acceleration rate of the first train is determined based on the acceleration rate converted from emergency braking force, the acceleration rate converted from traction / braking reference value output by the on-board controller, the acceleration rate converted from track gradient gravity, and the acceleration rate converted from parking braking force.

[0021] Furthermore, the operating interval is less than one-quarter of the pulse period of the speed sensor signal when the train is at its maximum operating speed.

[0022] Furthermore, the third simulation device calculates the second motion state data for the first train and the second train respectively based on the first motion state data, including:

[0023] If the first train and the second train are in a mechanical disassembly state, the third simulation device determines the running direction, running acceleration, running speed, displacement increment, pulse number increment, displacement relative to the track, and pulse number relative to the track of the first train and the second train respectively based on the first motion state data and preset motion adjustment parameters.

[0024] If the first train and the second train are mechanically coupled, the third simulation device determines the running direction, running acceleration, running speed, and displacement increment of the train group composed of the first train and the second train based on the combined action of the first motion state data of the first train and the second train. It also determines the running direction, running acceleration, running speed, displacement increment, pulse number increment, displacement relative to the track, and pulse number relative to the track of the first train and the second train respectively based on the running direction, running acceleration, running speed, displacement increment, and preset motion adjustment parameters. Finally, it determines the speed sensor signal value of each train based on the pulse number relative to the track of the first train and the second train respectively and preset speed sensor signal adjustment parameters.

[0025] Furthermore, the first train simulation device and the second train simulation device determine the positions of the first train and the second train respectively based on the second motion state data and position-related information, including:

[0026] The first train simulation device and the second train simulation device determine the corresponding positions of the first train and the second train respectively based on their respective running directions, displacement relative to the track, preset displacement adjustment parameters, and turnout positions.

[0027] Furthermore, the third simulation device determines whether the first and second trains are in a mechanically coupled or mechanically discoupled state based on their respective positions, including:

[0028] The third simulation device determines whether the corresponding ends of the first and second trains' heads are switched from a mechanical uncoupling state to a mechanical coupling state based on the positions of the first and second trains' heads, the ends of the mechanical couplers, and preset distance adjustment parameters.

[0029] Furthermore, after the third simulation device determines whether the first and second trains are in a mechanically coupled or mechanically discoupled state, it also includes:

[0030] The third simulation device adjusts the second motion state data of the first and second trains according to the mechanical coupling or mechanical disassembly state, so that the first and second trains exhibit the motion characteristics during the coupling or disassembly process.

[0031] Some embodiments of this application also provide a simulation system for the motion state during train coupling and uncoupling, the system comprising:

[0032] The first train simulation device is used to simulate and calculate the first motion state data of the first train and send it to the third simulation device. It receives the second motion state data, mechanical coupling state or mechanical disassembly state from the third simulation device. The first motion state data includes the desired direction and the desired acceleration rate.

[0033] The second train simulation device is used to simulate and calculate the first motion state data of the second train and send it to the third simulation device, and receive the second motion state data, mechanical coupling state or mechanical uncoupling state from the third simulation device.

[0034] The third simulation device is used to simulate and calculate the second motion state data of the first train and the second train respectively based on the first motion state data within a preset running interval, and to determine the mechanical coupling state or mechanical disengagement state of the first train and the second train. The second motion state data, mechanical coupling state or mechanical disengagement state are sent to the first train simulation device and the second train simulation device. The second motion state data includes running direction, running acceleration rate, running speed, displacement increment, pulse number increment, displacement relative to the track, pulse number relative to the track, and speed sensor signal value.

[0035] Compared with existing technologies, the solution provided in this application simulates the first motion state data of the first and second trains using a first train simulation device and a second train simulation device, and sends the data to a third simulation device. The third simulation device calculates the second motion state data of each train based on the first motion state data and returns it. The first and second train simulation devices determine the corresponding positions based on the second motion state data and position-related information. The third simulation device determines whether the first and second trains are in a mechanical coupling or mechanical discoupling state based on the corresponding positions and returns it. This modularizes the simulation function of motion state data during the coupling and discoupling of multiple trains, saving resources during the simulation software development stage and achieving the desired results. The unified calculation of the second motion state data of the train improves the accuracy and realism of the coordinated data, ensures the coordination of the speed sensor signals transmitted by each coordinated train to its respective on-board controller, guarantees the real-time switching of each train from mechanical decoupling to mechanical coupling and from mechanical coupling to mechanical decoupling, and also improves the realism and controllability of the changes in the motion state data of coupling and decoupling trains at each stage. As a result, the simulation data of the train motion state characteristics during the coupling and decoupling process of multiple trains in the indoor laboratory is consistent with the coupling and decoupling train motion state data in the rail transit field in terms of accuracy, realism, real-time and coordination, and has controllability that is difficult to obtain in the rail transit field. Attached Figure Description

[0036] 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:

[0037] Figure 1 A flowchart illustrating a simulation method for the motion state during train coupling and uncoupling, provided for some embodiments of this application.

[0038] Figure 2 This is a schematic diagram of the module structure of a simulation method for realizing the motion state during train coupling and uncoupling, provided for some embodiments of this application.

[0039] Figure 3 This is a schematic diagram illustrating a module deployment method for simulating the motion state during train coupling and uncoupling, provided for some embodiments of this application.

[0040] Figure 4 This is a schematic diagram of a second module deployment method for simulating the motion state during train coupling and uncoupling, provided for some embodiments of this application.

[0041] Figure 5 This is a schematic diagram of a module deployment method for simulating the motion state during train coupling and uncoupling, provided for some embodiments of this application.

[0042] Figure 6 The diagram below shows a module deployment method for simulating the motion state during train coupling and uncoupling, as provided in some embodiments of this application. Detailed Implementation

[0043] 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.

[0044] Here, the simulation method for motion state during train coupling and uncoupling in this application embodiment is suitable for simulating motion state data of multiple trains during coupling and uncoupling in a laboratory setting.

[0045] In this scenario, multiple simulated trains can be coupled and decoupled during operation. The motion state data of the trains will change accordingly during the coupling and decoupling process. The simulation of the train operation state data during coupling and decoupling is accurate, realistic, real-time and collaborative, which can provide a good reference for testing the coupling and decoupling process of multiple trains in actual field.

[0046] The simulation method for motion states during train coupling and uncoupling provided in this application embodiment can simulate the first motion state data of the first and second trains using a first train simulation device and a second train simulation device, and send the data to a third simulation device. The third simulation device calculates the second motion state data of each train based on the first motion state data and returns it. The first and second train simulation devices determine the corresponding positions based on the second motion state data and position-related information. The third simulation device determines whether the first and second trains are in a mechanical coupling or mechanical uncoupling state based on the corresponding positions and returns it. This modularizes the simulation function for motion state data during the coupling and uncoupling of multiple trains, saving resources during the simulation software development stage. Furthermore, it enables unified calculation of the second motion state data of all trains, improves the accuracy and realism of collaborative data changes, ensures the coordination of speed sensor signals transmitted by each collaborative train to its respective on-board controller, guarantees the real-time switching of each train from mechanical decoupling to mechanical coupling and from mechanical coupling to mechanical decoupling, and also improves the realism and controllability of changes in the motion state data of coupling and decoupling trains at each stage. Thus, the simulation data of train motion state characteristics during the coupling and decoupling process of multiple trains in the indoor laboratory is consistent with the coupling and decoupling train motion state data in the rail transit field in terms of accuracy, realism, real-time performance, and coordination, and has controllability that is difficult to obtain in the rail transit field.

[0047] The flowchart of a simulation method for the motion state during train coupling and uncoupling is provided in some embodiments of this application, such as... Figure 1 As shown, the method may include the following steps:

[0048] In step S101, the first train simulation device and the second train simulation device respectively simulate and calculate the first motion state data of the first train and the second train.

[0049] Here, both the first and second trains are simulated actual trains, capable of simulated motion based on preset train simulation equipment and parameters. The motion-related data of the first and second trains during simulated motion constitutes the first motion state data.

[0050] It is understood that the first and second trains in the embodiments of this application are only examples and are not intended to limit the number of trains. In other embodiments, all trains may include two or more trains, such as three trains, four trains, etc., and there are corresponding third train simulation devices, fourth train simulation devices, etc.

[0051] In some embodiments, the first motion state data of the first train and the second train may include, but are not limited to, the desired direction and the desired acceleration rate. The first train simulation device is used to simulate and calculate the desired direction and the desired acceleration rate of the first train, and the second train simulation device is used to simulate and calculate the desired direction and the desired acceleration rate of the second train.

[0052] In some embodiments, the train simulation equipment may include, but is not limited to: a driver's cab activation device, a driver's cab steering device, and a driver's cab traction / brake handle position.

[0053] In some embodiments, simulation parameters may include, but are not limited to: train driving mode, on-board controller activation command for the locomotive, on-board controller direction command, on-board controller traction / braking command, on-board controller traction / braking force reference value, parking braking force, emergency braking force, track gradient, etc.

[0054] Here, the first train simulation device and the second train simulation device can simulate and calculate the first motion state data of the first train and the second train respectively based on the driving mode of the train corresponding to the first train and the second train, the setting data of the driver's cab activation device, the setting data of the driver's cab direction device, the setting data of the driver's cab traction / brake handle position, the on-board controller activation command, the on-board controller direction command, the on-board controller traction / brake command, the on-board controller traction / braking force reference value, the parking braking force, the emergency braking force, the track gradient and other data.

[0055] In some embodiments, the first train simulation device determines the desired direction and desired acceleration rate of the first train based on the driving mode and calculated acceleration rate information of the first train, and the second train simulation device determines the desired direction and desired acceleration rate of the second train based on the driving mode and calculated acceleration rate information of the second train.

[0056] Here, the converted acceleration information may include, but is not limited to: emergency braking force converted acceleration, traction / brake handle position converted acceleration, track gradient gravity effect converted acceleration, parking braking force converted acceleration, and onboard controller output traction / braking reference value converted acceleration.

[0057] In addition, the first train has two driving modes: manual driving and automatic driving. Manual driving modes include: manually coded driving, manually limited forward driving, and manually limited backward driving. Automatic driving modes include: automatic train driving and fully automated driverless driving. The second train has the same driving modes as the first train.

[0058] The first train simulation device determines the desired direction and desired acceleration rate of the first train based on the first train's driving mode and calculated acceleration rate information, which may include the following scenarios:

[0059] 1) When the driving mode of the first train is manual driving mode, the direction set by the direction device of the driver's cab with the activation device in the activated position is determined as the desired direction of the first train, and the desired acceleration rate of the first train is determined according to the acceleration rate converted by emergency braking force, the acceleration rate converted by traction / brake handle position, the acceleration rate converted by track gradient gravity, and the acceleration rate converted by parking braking force.

[0060] 2) When the driving mode of the first train is automatic driving mode, the direction set by the direction command output by the on-board controller is determined as the desired direction of the first train, and the desired acceleration rate of the first train is determined based on the acceleration rate converted from emergency braking force, the acceleration rate converted from traction / braking reference value output by the on-board controller, the acceleration rate converted from track gradient gravity, and the acceleration rate converted from parking braking force.

[0061] Specifically, if the driving mode of the first train is manual driving mode, the desired direction of the first train is determined as the direction set by the steering device on the end of the driver's cab where the activation device for the locomotive is in the "activated" position. The emergency braking force converted acceleration rate is compared with 0. If the emergency braking force converted acceleration rate is less than 0 (indicating train braking), the sum of the emergency braking force converted acceleration rate and the track gradient gravity-induced acceleration rate is determined as the desired acceleration rate of the first train. If the emergency braking force converted acceleration rate is equal to 0, it is determined whether the first train is in the starting or stopping phase. If the first train is in the starting or stopping phase, the sum of the traction / brake handle position converted acceleration rate (greater than 0 indicates traction, less than 0 indicates braking), the track gradient gravity-induced acceleration rate, and the parking braking force converted acceleration rate is determined as the desired acceleration rate of the first train. Otherwise, the sum of the traction / brake handle position converted acceleration rate and the track gradient gravity-induced acceleration rate is determined as the desired acceleration rate of the first train.

[0062] If the first train's driving mode is automatic driving mode, then the desired direction of the first train is determined as the direction set by the onboard controller direction command output by the onboard controller of the train operation control system. The emergency braking force converted acceleration rate is compared with 0. If the emergency braking force converted acceleration rate is less than 0 (indicating train braking), then the sum of the emergency braking force converted acceleration rate and the track gradient gravity-based converted acceleration rate is determined as the desired acceleration rate of the first train. If the emergency braking force converted acceleration rate is equal to 0, then it is determined whether the onboard controller of the train operation control system outputs a traction command or a braking command. If the onboard controller outputs a traction command, then it is determined whether the first train is in the starting phase. If the first train is in the starting phase, then the onboard controller outputs the traction / braking reference value converted acceleration rate (greater than 0 indicates...). The sum of the acceleration rates calculated from the traction / braking reference values ​​(indicated by the track gradient and gravity) and the acceleration rates calculated from the parking braking force (less than 0 indicates braking) is determined as the expected acceleration rate of the first train. Otherwise, the sum of the acceleration rates calculated from the traction / braking reference values ​​and the acceleration rates calculated from the track gradient and gravity is determined as the expected acceleration rate of the first train. If the onboard controller outputs a braking command, it is determined whether the first train is in a stopping phase. If the first train is in a stopping phase, the sum of the acceleration rates calculated from the traction / braking reference values, the acceleration rates calculated from the track gradient and gravity, and the acceleration rates calculated from the parking braking force is determined as the expected acceleration rate of the first train. Otherwise, the sum of the acceleration rates calculated from the traction / braking reference values ​​and the acceleration rates calculated from the track gradient and gravity is determined as the expected acceleration rate of the first train.

[0063] It is understandable that the first and second train simulation devices can be implemented as multiple software modules, each performing a specific simulation function, such as a desired direction and acceleration calculation module, an accelerometer signal value calculation module, a position calculation module, and a mechanical decoupling module. The desired direction and acceleration calculation module is used to calculate the desired direction and desired acceleration of the first or second train. The accelerometer signal value calculation module is used to calculate the signal values ​​of each accelerometer in the first or second train. The position calculation module is used to calculate the position of the first or second train. The mechanical decoupling module is used to determine whether certain ends of the first or second train have transitioned from a mechanically coupled state to a mechanically decoupling state.

[0064] In step S102, the first train simulation device and the second train simulation device respectively send the first motion state data to the third simulation device.

[0065] After simulating and calculating the first motion state data corresponding to the first train and the second train respectively, the first train simulation device and the second train simulation device send their respective first motion state data to the third simulation device. In some embodiments, the first train simulation device and the second train simulation device send the first motion state data to the third simulation device through a computer network.

[0066] In step S103, within a preset running interval, the third simulation device calculates the second motion state data of the first train and the second train respectively based on the first motion state data.

[0067] Here, the second motion state data may include, but is not limited to: running direction, running acceleration rate, running speed, displacement increment, pulse number increment, displacement relative to the track, pulse number relative to the track, and speed sensor signal value, etc.

[0068] It is understandable that the third simulation device can be implemented as multiple software modules, each performing a specific simulation calculation function, such as a numerical calculation module and a mechanical coupling module. The numerical calculation module is used to calculate the running direction, acceleration rate, speed, displacement increment, pulse count increment, displacement relative to the track, pulse count relative to the track, and speed sensor signal values ​​of the first and second trains. The mechanical coupling module is used to determine whether certain ends of the first and second trains have transitioned from a mechanical uncoupling state to a mechanical coupling state.

[0069] In some embodiments, the third simulation device operates intermittently within a preset operating interval, and each operation calculates the second motion state data of the first train and the second train based on the first motion state data. Here, the operating interval between two operations of the third simulation device is less than one-quarter of the pulse period of the speed sensor signal when the train is at its maximum operating speed, to ensure that it can simulate two signals from the same speed sensor whose pulse periods differ (lead or lag) by one-quarter.

[0070] Here, the third simulation device runs on a processor, which can be, for example, a digital waveform generator. The third simulation device calculates motion state data for all cooperating trains, such as the first and second trains, including their direction of travel, acceleration rate, speed, displacement increment, pulse count increment, displacement relative to the track, pulse count relative to the track, and speed sensor signal values, at time intervals less than a quarter of the speed sensor pulse signal period. This improves the accuracy and realism of the coordinated data, ensuring the coordination of speed sensor signals transmitted by each cooperating train to its respective onboard controller.

[0071] In some embodiments, the third simulation device calculates the second motion state data of the first train and the second train respectively based on the first motion state data, which may include the following:

[0072] 1) If the first train and the second train are in a mechanical disassembly state, the third simulation device determines the running direction, running acceleration, running speed, displacement increment, pulse number increment, displacement relative to the track, and pulse number relative to the track of the first train and the second train respectively based on the first motion state data and the preset motion adjustment parameters.

[0073] 2) If the first train and the second train are in a mechanically coupled state, the third simulation device determines the running direction, running acceleration, running speed and displacement increment of the train group composed of the first train and the second train based on the combined action of the first motion state data of the first train and the second train. It also determines the running direction, running acceleration, running speed, displacement increment, pulse number increment, displacement relative to the track and pulse number relative to the track of the first train and the second train respectively based on the running direction, running acceleration, running speed and displacement increment and the preset motion adjustment parameters. Finally, it determines the speed sensor signal value of the first train and the second train respectively based on the pulse number relative to the track of the first train and the second train and the preset speed sensor signal adjustment parameters.

[0074] Here, for the first and second trains in a non-coupling state, i.e., both ends of the first and second trains are not mechanically coupled (i.e., mechanically detached), the third simulation device can calculate the respective running direction, running acceleration, running speed, displacement increment, pulse number increment (including the decimal part), displacement relative to the track, and pulse number relative to the track (including the decimal part) of the first and second trains based on data such as the desired direction, desired acceleration rate, and motion adjustment parameters. Motion adjustment parameters are used to adjust the motion state-related data of the trains and may include, but are not limited to, adjustment time, reversal, and polynomial coefficients.

[0075] Specifically, firstly, it checks if the countdown of the adjustment time parameter in the motion adjustment parameters is greater than 0. If the countdown is greater than 0, it checks if the reverse parameter in the motion adjustment parameters is set. If the reverse parameter is set, the running direction is determined to be the reverse of the desired direction; otherwise, the running direction is determined to be the desired direction. Next, the running acceleration rate is determined to be a polynomial of the desired acceleration rate, such as the sum of the zero-power coefficient, the product of the first-power coefficient and the desired acceleration rate, the product of the second-power coefficient and the square of the desired acceleration rate, the product of the third-power coefficient and the cube of the desired acceleration rate, and so on. The zero-power coefficient, first-power coefficient, second-power coefficient, and third-power coefficient are motion adjustment parameters related to the running acceleration rate. If the countdown of the adjustment time parameter is less than 0, the running direction is determined to be the desired direction, and the running acceleration rate is determined to be the desired acceleration rate. Finally, the running speed is determined to be... The sum of the calculated running speed and acceleration rate, obtained during the third simulation, and the interval between the current and previous calculations; the displacement increment is determined as the product of half the sum of the running speed and the running speed from the previous calculation and the interval between the current and previous calculations; the pulse count increment (including the decimal part) is determined as the product of the ratio of the displacement increment to the train wheel circumference and the number of pulses per revolution; if the running direction is "upward", the displacement relative to the track is determined as the sum of the displacement relative to the track from the previous calculation and the displacement increment, and the pulse count relative to the track (including the decimal part) is determined as the sum of the pulse count relative to the track from the previous calculation and the pulse count increment; otherwise, the displacement relative to the track is determined as the difference between the displacement relative to the track from the previous calculation and the displacement increment, and the pulse count relative to the track (including the decimal part) is determined as the difference between the pulse count relative to the track from the previous calculation and the pulse count increment.

[0076] Furthermore, for the first and second trains in a coupled state, the third simulation device can first calculate the running direction, running acceleration, running speed, and displacement increment of the coupled train group based on the combined effect of the desired direction, desired acceleration rate, and other data of all trains in the coupled train group. Then, based on the running direction, running acceleration, running speed, displacement increment, and motion adjustment parameters of the coupled train group, it calculates the running direction, running acceleration, running speed, displacement increment, pulse number increment (including the decimal part), displacement relative to the track, and pulse number relative to the track (including the decimal part) of each train. Finally, based on the pulse number of the first and second trains relative to the track and the speed sensor signal adjustment parameters, it calculates the signal values ​​of their respective speed sensors. The speed sensor signal adjustment parameters are used to adjust the signal data of the train's speed sensors and may include, but are not limited to, adjustment time and adjustment value.

[0077] Specifically, first, it is determined whether the countdown of the adjustment time parameter in the speed sensor signal adjustment parameters is greater than 0. If the countdown of the adjustment time parameter is greater than 0, the speed sensor signal value of that channel is determined as the adjustment value in the speed sensor signal adjustment parameters. Here, the adjustment value can be 0 or 1. Otherwise, it is determined whether the decimal part of the sum of the bias amount of the speed sensor signal and the pulse number relative to the track is less than or equal to 0.5. If it is less than or equal to 0.5, the speed sensor signal value of that channel is determined as 1; otherwise, the speed sensor signal value of that channel is determined as 0.

[0078] If the speed sensor signal value is 1 or 0, a high-level or low-level digital signal is generated and sent to the on-board controller of the train operation control system. The on-board controller of the train operation control system counts the number of rising edge transitions of the speed sensor signal (square wave pulse signal) to obtain the pulse count, and then calculates the distance traveled by the train based on the pulse count. Based on the distance traveled by the train per unit time, the train speed is calculated, and the train direction is determined based on the phase deviation (leading or lagging) of the two signals from the same speed sensor.

[0079] In step S104, the third simulation device sends the second motion state data to the corresponding first train simulation device and second train simulation device respectively.

[0080] In some embodiments, the third simulation device transmits the second motion state data of the first train and the second train, such as running direction, running acceleration rate, running speed, displacement increment, pulse number increment, displacement relative to the track, and pulse number relative to the track, to the first train simulation device and the second train simulation device via a computer network.

[0081] In step S105, the first train simulation device and the second train simulation device determine the positions of the first train and the second train respectively based on the second motion state data and position-related information, and send the positions to the third simulation device.

[0082] Here, location-related information may include, but is not limited to, displacement adjustment parameters and turnout positions. Displacement adjustment parameters are used to adjust displacement data during train movement, and turnout positions describe the location of turnouts on the train track.

[0083] In some embodiments, the first train simulation device and the second train simulation device can determine the positions of the first train and the second train respectively based on their respective running directions, displacement relative to the track, preset displacement adjustment parameters, and turnout positions.

[0084] In addition, in some embodiments, the first train simulation device and the second train simulation device can calculate their respective accelerometer signal values ​​based on data such as the running direction, running acceleration rate, accelerometer installation position, and accelerometer signal adjustment parameters of the first train and the second train. The accelerometer signal value is a voltage analog signal converted according to the running direction and running acceleration rate of the accelerometer.

[0085] In step S106, the third simulation device determines whether the first train and the second train are in a mechanical coupling state or a mechanical uncoupling state based on their respective positions.

[0086] In some embodiments, the third simulation device determines whether the corresponding ends of the front ends of the first and second trains have changed from a mechanical uncoupling state to a mechanical coupling state based on the positions of the front ends of the first and second trains, the ends of the mechanical couplers, and preset distance adjustment parameters. The distance adjustment parameters are used to adjust the distance data during train motion.

[0087] In addition, in some embodiments, the third simulation device can also determine whether the end of the train located ahead that is adjacent to the other end has also changed from a mechanical uncoupling state to a mechanical coupling state, and determine whether the train located ahead or the train in the train group to which the train located ahead belongs has formed a new coupling train group with the non-coupling train or the train in the coupling train group.

[0088] In some embodiments, after the third simulation device determines that the first train and the second train are in a mechanical coupling state or a mechanical discoupling state, it can also adjust the second motion state data of the first train and the second train according to the mechanical coupling state or the mechanical discoupling state, so that the first train and the second train exhibit the motion characteristics during the coupling or discoupling process. This may include, but is not limited to, the process of the running speed of the train (or trainset) to be decoupled becoming 0 and the change process of data such as running acceleration rate, displacement increment, pulse number increment, speed sensor signal value, and accelerometer signal value during this process, as well as the change process of data such as running direction, running acceleration rate, running speed, displacement increment, pulse number increment, speed sensor signal value, and accelerometer signal value of the train (or trainset) to be coupled.

[0089] In step S107, the third simulation device sends the mechanical coupling status or mechanical disassembly status to the first train simulation device and the second train simulation device.

[0090] After determining the mechanical coupling or mechanical decoupling state between the trains, the third simulation device sends data such as whether certain ends of the first and second trains have changed from the mechanical decoupling state to the mechanical coupling state to the first train simulation device and the second train simulation device.

[0091] In addition, in some embodiments, the first train simulation device and the second train simulation device can determine whether certain ends of the first train and the second train have changed from a mechanical coupling state to a mechanical uncoupling state based on the mechanical uncoupling command output by the on-board controllers of the first train and the second train, and send data such as the change from a mechanical coupling state to a mechanical uncoupling state to the third simulation device.

[0092] It is understood that there can be two or more simulated trains in this embodiment, and correspondingly, there can be two or more train simulation devices. The functions that the train simulation devices can perform can be implemented as multiple modules. Different train simulation devices can be deployed on different processors or on the same processor. The modules in the train simulation devices can run on the same processor or on different processors. Similarly, the functions that the third simulation device can perform can also be implemented as multiple modules, and different modules can run on the same processor or on different processors. The following description uses three simulated trains, corresponding to three train simulation devices, with each train simulation device including four implementation modules and the third simulation device including two implementation modules as an example.

[0093] Figure 2 The module structure of a simulation method for the motion state during train coupling and uncoupling is shown in some embodiments of this application. For example... Figure 2As shown, the three simulated trains include Train 1, Train 2, and Train 3. The first train simulation device corresponding to Train 1 includes four modules: desired direction, acceleration calculation module, accelerometer signal numerical calculation module, position calculation module, and mechanical coupling module. The second train simulation device corresponding to Train 2 and the third train simulation device corresponding to Train 3 contain the same four modules. The third simulation device used by all trains includes two modules: running direction, acceleration, speed, displacement, pulse count calculation and speed sensor signal numerical calculation module, and mechanical coupling module.

[0094] Figure 3 This document illustrates one module deployment method for simulating the motion state during train coupling and uncoupling in some embodiments of this application. For example... Figure 3 As shown, the first train simulation device corresponding to train 1 is deployed on a separate central processing unit. Similarly, the second train simulation device corresponding to train 2 and the third train simulation device corresponding to train 3 are also deployed on separate central processing units. The third simulation device is deployed independently on a processor used to generate speed sensor signal values. The processor used to generate speed sensor signal values ​​can be, for example, a digital waveform generator.

[0095] Figure 4 This paper illustrates a second module deployment method for simulating the motion state during train coupling and uncoupling in some embodiments of this application. For example... Figure 4 As shown, the mechanical coupling module in the third simulation device is deployed on the central processing unit of the first train simulation device corresponding to train 1, while the deployment method of other modules remains unchanged.

[0096] Figure 5 This paper illustrates a module deployment method (method three) for simulating the motion state during train coupling and uncoupling in some embodiments of this application. For example... Figure 5 As shown, the first train simulation device corresponding to train 1, the second train simulation device corresponding to train 2, and the third train simulation device corresponding to train 3 are all deployed on the same central processing unit. The mechanical coupling module in the third simulation device is also deployed on the same central processing unit. The modules for calculating the running direction, acceleration rate, speed, displacement, pulse number, and speed sensor signal value in the third simulation device are independently deployed on the processor used to generate the speed sensor signal value.

[0097] Figure 6 This document illustrates a module deployment method (method four) for simulating the motion state during train coupling and uncoupling in some embodiments of this application. For example... Figure 6As shown, the first train simulation device corresponding to train 1, the second train simulation device corresponding to train 2, and the third train simulation device corresponding to train 3 are all deployed on the same central processing unit. The third simulation device is independently deployed on a processor used to generate speed sensor signal values.

[0098] In summary, the solution provided in this application simulates the first motion state data of the first and second trains using a first train simulation device and a second train simulation device, and sends the data to a third simulation device. The third simulation device calculates the second motion state data of each train based on the first motion state data and returns it. The first and second train simulation devices determine the corresponding positions based on the second motion state data and position-related information. The third simulation device determines whether the first and second trains are in a mechanical coupling or mechanical discoupling state based on the corresponding positions and returns it. This modularizes the simulation function of motion state data during the coupling and discoupling of multiple trains, saving resources during the simulation software development stage and achieving all… The unified calculation of the train's second motion state data improves the accuracy and realism of the coordinated data, ensures the coordination of speed sensor signals transmitted by each coordinating train to its respective onboard controller, guarantees the real-time switching of each train from mechanical decoupling to mechanical coupling and from mechanical coupling to mechanical decoupling, and also improves the realism and controllability of the changes in the motion state data of coupling and decoupling trains at each stage. As a result, the simulation data of the train motion state characteristics during the coupling and decoupling process of multiple trains in the indoor laboratory is consistent with the coupling and decoupling train motion state data in the rail transit field in terms of accuracy, realism, real-time performance, and coordination, and has controllability that is difficult to obtain in the rail transit field.

[0099] 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 simulation method for the motion state during train coupling and uncoupling, characterized in that, The method includes: The first train simulation device and the second train simulation device respectively simulate and calculate the first motion state data of the first train and the second train, wherein the first motion state data includes the desired direction and the desired acceleration rate. The first train simulation device and the second train simulation device respectively send the first motion state data to the third simulation device; Within a preset running interval, the third simulation device calculates the second motion state data of the first train and the second train respectively based on the first motion state data. The second motion state data includes running direction, running acceleration rate, running speed, displacement increment, pulse number increment, displacement relative to the track, pulse number relative to the track, and speed sensor signal value. The third simulation device sends the second motion state data to the corresponding first train simulation device and the second train simulation device respectively. The first train simulation device and the second train simulation device determine the positions corresponding to the first train and the second train respectively based on the second motion state data and position-related information, and send the positions to the third simulation device; The third simulation device determines whether the first train and the second train are in a mechanical coupling state or a mechanical uncoupling state based on the positions of the first train and the second train, respectively. The third simulation device sends the mechanical coupling status or mechanical disassembly status to the first train simulation device and the second train simulation device.

2. The method according to claim 1, characterized in that, The first train simulation device and the second train simulation device respectively simulate and calculate the first motion state data of the first train and the second train, including: The first train simulation device determines the desired direction and desired acceleration rate of the first train based on the driving mode and the converted acceleration rate information of the first train. The converted acceleration rate information includes: converted acceleration rate of emergency braking force, converted acceleration rate of traction / brake handle position, converted acceleration rate of track gradient and gravity, converted acceleration rate of parking braking force, and converted acceleration rate of traction / brake reference value output by the on-board controller. The second train simulation device determines the desired direction and desired acceleration rate of the second train based on the driving mode and calculated acceleration rate information of the second train.

3. The method according to claim 2, characterized in that, The driving modes of the first train include manual driving mode and automatic driving mode. The manual driving mode includes: manual coded driving mode, manual restricted forward driving mode and manual restricted backward driving mode. The automatic driving mode includes: train automatic driving mode and unmanned fully automatic driving mode.

4. The method according to claim 3, characterized in that, The first train simulation device determines the desired direction and desired acceleration rate of the first train based on the driving mode and calculated acceleration rate information of the first train, including: When the driving mode of the first train is manual driving mode, the direction set by the direction device of the driver's cab with the activation device in the activated position is determined as the desired direction of the first train, and the desired acceleration rate of the first train is determined based on the acceleration rate converted from emergency braking force, the acceleration rate converted from traction / brake handle position, the acceleration rate converted from track gradient gravity, and the acceleration rate converted from parking braking force. When the driving mode of the first train is automatic driving mode, the direction set by the direction command output by the on-board controller is determined as the desired direction of the first train, and the desired acceleration rate of the first train is determined based on the acceleration rate converted from emergency braking force, the acceleration rate converted from traction / braking reference value output by the on-board controller, the acceleration rate converted from track gradient gravity, and the acceleration rate converted from parking braking force.

5. The method according to claim 1, characterized in that, The operating interval is less than one-quarter of the pulse period of the speed sensor signal when the train is at its maximum operating speed.

6. The method according to claim 1, characterized in that, The third simulation device calculates the second motion state data for the first train and the second train respectively based on the first motion state data, including: If the first train and the second train are in a mechanical disassembly state, the third simulation device determines the running direction, running acceleration, running speed, displacement increment, pulse number increment, displacement relative to the track, and pulse number relative to the track of the first train and the second train respectively based on the first motion state data and preset motion adjustment parameters. If the first train and the second train are in a mechanically coupled state, the third simulation device determines the running direction, running acceleration, running speed, and displacement increment of the trainset composed of the first train and the second train based on the combined action of the first motion state data of the first train and the second train, and determines the running direction, running acceleration, running speed, displacement increment, pulse number increment, displacement relative to the track, and pulse number relative to the track of the first train and the second train respectively based on the running direction, running acceleration, running speed, displacement increment, and preset motion adjustment parameters of the trainset, and determines the speed sensor signal value of each of the first train and the second train respectively based on the pulse number relative to the track of the first train and the second train respectively and preset speed sensor signal adjustment parameters.

7. The method according to claim 1, characterized in that, The first train simulation device and the second train simulation device determine the positions corresponding to the first train and the second train respectively based on the second motion state data and position-related information, including: The first train simulation device and the second train simulation device determine the corresponding positions of the first train and the second train respectively based on their respective running directions, displacement relative to the track, preset displacement adjustment parameters, and turnout positions.

8. The method according to claim 7, characterized in that, The third simulation device determines whether the first train and the second train are in a mechanically coupled or mechanically discoupled state based on their respective positions, including: The third simulation device determines whether the corresponding ends of the locomotives of the first and second trains have changed from a mechanical uncoupling state to a mechanical coupling state based on the locomotive positions of the first and second trains, the ends of the mechanical couplers, and preset distance adjustment parameters.

9. The method according to claim 1, characterized in that, After the third simulation device determines whether the first train and the second train are in a mechanically coupled or mechanically discoupled state, it further includes: The third simulation device adjusts the second motion state data of the first train and the second train according to the mechanical coupling or mechanical disassembly state, so that the first train and the second train exhibit the motion characteristics during the coupling or disassembly process.

10. A simulation system for the motion state during train coupling and decoupling, characterized in that, The system includes: The first train simulation device is used to simulate and calculate the first motion state data of the first train and send it to the third simulation device, and receive the second motion state data, mechanical coupling state or mechanical disassembly state from the third simulation device. The first motion state data includes the desired direction and the desired acceleration rate. The second train simulation device is used to simulate and calculate the first motion state data of the second train and send it to the third simulation device, and receive the second motion state data, mechanical coupling state or mechanical uncoupling state from the third simulation device. The third simulation device is used to simulate and calculate the second motion state data of the first train and the second train respectively based on the first motion state data within a preset running interval, and determine the mechanical coupling state or mechanical discoupling state of the first train and the second train. The second motion state data, mechanical coupling state or mechanical discoupling state are sent to the first train simulation device and the second train simulation device. The second motion state data includes running direction, running acceleration rate, running speed, displacement increment, pulse number increment, displacement relative to the track, pulse number relative to the track and speed sensor signal value.

Images