Railway trains and their operation planning methods, devices, equipment, and storage media

Abstract

Disclosed are railway trains and their operation planning methods, apparatus, equipment, and storage media relating to the field of intelligent driving technology, the method comprising the steps of acquiring planning information for a train formation, acquiring tracking status information for the current train in the train formation, and acquiring a local operation curve for the current train using a speed planning model based on the tracking status information and planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints, and an objective function, and the longitudinal dynamics model of the railway train constructed in this invention, the objective function and constraints of the joint planning, the operation status of each following train in the train formation is planned and generated, realizing distributed planning and control of the train formation, effectively reducing the computational load on a single train, and at the same time reducing the requirements for real-time and safety of inter-train communication, thereby reducing the cost of railway trains.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent driving, and particularly relates to a method and apparatus for operating a railway train, an electronic device, a railway train, and a computer-readable storage medium.

Background Art

[0002] The concept of Virtual Coupling (VC) is born to realize an efficient allocation of vehicle transport capacity. Based on this concept, the virtual coupling of railway trains (for example, autonomous driving railway trains) forms a coupled formation from a plurality of independent railway trains. The railway trains within the formation exchange vehicle performance and status information through wireless vehicle-to-vehicle communication, and realize high-frequency operations like mechanical coupling with a joint plan and control policy. After the coupling is disconnected, each train has its own steering, traction, and braking systems and has the ability of individual operation.

[0003] Similar to the operation of a single railway train, the performance indicators for evaluating the operation of a train formation with virtual coupling mainly include five indicators: efficiency, timeliness, parking accuracy, comfort, and energy-saving performance. These five indicators are related to each other and restrict each other. In order to optimize these indicators, the train formation needs to plan and control each independent train inside for the single train and line constraints, and further consider the constraints by the leading train for the subsequent trains.

[0004] Conventional technologies employ a centralized planning and control system for train formations using virtual coupling. This centralized system requires significant computing resources and capabilities for each train, and its cost is directly proportional to the size of the formation, resulting in high costs. Furthermore, frequent data exchange between trains places extremely high demands on reliability, real-time performance, and bandwidth. Therefore, the current challenge is to provide a method for planning the operation of each virtually coupled train in a train formation, thereby realizing distributed planning and control of train formations and reducing the computational load on individual trains and the demands for real-time and safe inter-train communication. [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] The present invention aims to reduce the computational load on a single train and the requirements for inter-train communication by providing a railway train operation planning method, apparatus, electronic equipment, railway train, and computer-readable storage medium, thereby planning the operating status of each virtual-coupled following train, realizing distributed planning and control of train formations. [Means for solving the problem]

[0006] To solve the above technical problems, the present invention provides a method for planning the operation of railway trains. A step to obtain train formation planning information, which includes route information, operating time information, formation information, and safety protection information, A step of acquiring tracking status information for the current train in the aforementioned train formation, wherein the tracking status information includes motion status information, control status information, route information of the current operating line, and preceding train motion status information of the lead train corresponding to the current train, the current train is any one of the following trains that is virtually coupled in the aforementioned train formation, and the lead train is the railway train immediately preceding the current train in the direction of travel, The steps include obtaining a local operation curve of the current train using a speed planning model based on the tracking status information and the planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints and an objective function, the local operation curve includes an operation speed planning curve, an inter-car distance planning curve and / or an emergency brake trigger curve EBI speed protection curve, and the operation speed planning curve includes a speed curve at which the current train will travel to the next platform.

[0007] In some embodiments, the step of obtaining the local operation curve of the current train using a speed planning model based on the tracking status information and the planning information is as follows: The steps include generating a current train operating speed planning curve and a current inter-train distance planning curve using the speed planning model based on the tracking status information and the planning information, A step of generating a current EBI speed protection curve for the current train based on the current inter-vehicle distance planning curve, the safety protection conditions constraints corresponding to the safety protection information, and the target parking location, wherein the safety protection conditions constraints include a safety speed limit constraint and a safety distance constraint. A step of generating a current minimum safe inter-vehicle distance curve based on the aforementioned safety protection constraints, current operating speed plan curve, current EBI speed protection curve, and the preceding train speed plan curve of the lead train, The current steps include verifying the current operating speed plan curve and current inter-vehicle distance plan curve using the current EBI speed protection curve and current minimum safe inter-vehicle distance curve, and obtaining the verification results. If the verification result is unsatisfactory, the step of adjusting the safety protection constraints and using the speed planning model to generate the current train's current operating speed planning curve and current inter-car distance planning curve based on the tracking status information and the planning information is performed. If the current verification results are satisfactory, the process includes the step of aligning the current operating speed planning curve, the current inter-vehicle distance planning curve, and the current EBI speed protection curve to generate the local operating curve.

[0008] In some embodiments, the step of generating a current train's current operating speed plan curve and a current inter-car distance plan curve using the speed planning model based on the tracking status information and the planning information is: The process includes the step of solving the speed planning model using a quadratic programming solver based on the current status information of the train and the planning information, in order to generate the current operating speed planning curve and the current inter-car distance planning curve for the train.

[0009] In some embodiments, the discrete state equations of the longitudinal dynamics model are: JPEG2026512903000002.jpg961, JPEG2026512903000003.jpg966, JPEG2026512903000004.jpg961, JPEG2026512903000005.jpg968, JPEG2026512903000006.jpg962, JPEG2026512903000007.jpg968, JPEG2026512903000008.jpg10125, JPEG2026512903000009.jpg10130 and Includes JPEG2026512903000010.jpg1052, JPEG2026512903000011.jpg68 is a discrete time interval, JPEG2026512903000012.jpg710, JPEG2026512903000013.jpg710, JPEG2026512903000014.jpg711 and JPEG2026512903000015.jpg911 represents the position, velocity, acceleration, and impact rate of the lead train at the i-th discrete time interval, respectively. JPEG2026512903000016.jpg712, JPEG2026512903000017.jpg712, JPEG2026512903000018.jpg713 and JPEG2026512903000019.jpg913 shows the current position, velocity, acceleration, and impact rate of the train at the i-th discrete time interval, respectively. JPEG2026512903000020.jpg913 is the planned inter-train distance of the current train relative to the lead train at the i-th discrete time interval. JPEG2026512903000021.jpg1013, JPEG2026512903000022.jpg1014, JPEG2026512903000023.jpg914, JPEG2026512903000024.jpg914, JPEG2026512903000025.jpg914 represents the traction force, braking force, basic resistance, gradient resistance, and cornering resistance experienced by the lead train at the i-th discrete time interval, respectively. JPEG2026512903000026.jpg1014, JPEG2026512903000027.jpg1014, JPEG2026512903000028.jpg914, JPEG2026512903000029.jpg915, JPEG2026512903000030.jpg914 represents the traction force, braking force, basic resistance, gradient resistance, and cornering resistance currently acting on the train at the i-th discrete time interval, respectively, where m is the mass of the railway train. The image is JPEG2026512903000031.jpg845, where n is the number of discrete time intervals corresponding to the time it will take for the train to reach the next platform.

[0010] In some embodiments, the constraints include an initial state constraint, a final state constraint, and an operating state constraint, the operating state constraint includes at least one of a safe speed limit constraint, a fixed time constraint, a parallel running section time constraint, a signalized intersection time constraint, an impact rate constraint, and a towing brake capacity constraint.

[0011] In some embodiments, the initial state constraint is JPEG2026512903000032.jpg728, JPEG2026512903000033.jpg732, JPEG2026512903000034.jpg728, JPEG2026512903000035.jpg732, JPEG2026512903000036.jpg729, JPEG2026512903000037.jpg733, JPEG2026512903000038.jpg929, JPEG2026512903000039.jpg933 and JPEG2026512903000040.jpg934, and the termination state constraint is JPEG2026512903000041.jpg727, JPEG2026512903000042.jpg730, JPEG2026512903000043.jpg925, JPEG2026512903000044.jpg926, JPEG2026512903000045.jpg729, JPEG2026512903000046.jpg732, JPEG2026512903000047.jpg928, JPEG2026512903000048.jpg931 and JPEG2026512903000049.jpg933, and JPEG2026512903000050.jpg68, JPEG2026512903000051.jpg68, JPEG2026512903000052.jpg69 and JPEG2026512903000053.jpg89 are respectively the initial position, speed, acceleration and jerk of the current train, JPEG2026512903000054.jpg710, JPEG2026512903000055.jpg710, JPEG2026512903000056.jpg710 and JPEG2026512903000057.jpg910 represents the initial position, speed, acceleration, and impact rate of the lead train, respectively. JPEG2026512903000058.jpg911 represents the initial distance between the current train and the aforementioned lead train. JPEG2026512903000059.jpg67 JPEG2026512903000060.jpg68 and JPEG2026512903000061.jpg88 shows the current train's terminal position, acceleration, and impact rate, respectively. JPEG2026512903000062.jpg78 JPEG2026512903000063.jpg79, and JPEG2026512903000064.jpg99 represents the terminal position, acceleration, and impact rate of the aforementioned lead train, respectively. JPEG2026512903000065.jpg99 shows the current train's final distance from the aforementioned leading train.

[0012] In some embodiments, if the operating condition constraint includes the safety speed limit constraint, the safety speed limit constraint is JPEG2026512903000066.jpg945 and Includes JPEG2026512903000067.jpg948, JPEG2026512903000068.jpg714 and JPEG2026512903000069.jpg715 represents the predetermined speed limit values ​​for the i-th discrete time interval between the current train and the aforementioned lead train.

[0013] In some embodiments, if the operating state constraint includes the signal intersection time constraint, the signal intersection time constraint is JPEG2026512903000070.jpg941 and Includes JPEG2026512903000071.jpg1145, JPEG2026512903000072.jpg818 shows the lead train at the starting position of the signalized intersection. This is the timing located in JPEG2026512903000073.jpg67. JPEG2026512903000074.jpg1124 shows the train at the end of a signalized intersection. This is the timing located at JPEG2026512903000075.jpg610. JPEG2026512903000076.jpg814 and JPEG2026512903000077.jpg813 represents the start and end timings corresponding to the green light phase at a signalized intersection.

[0014] In some embodiments, if the operating condition constraints include the fixed time constraint, the parallel running section time constraint, the impact rate constraint, and the traction brake capacity constraint, the fixed time constraint is The above includes JPEG2026512903000078.jpg1058, and the time constraint for the parallel running section is The impact ratio constraint is as follows: JPEG2026512903000080.jpg932 and The towing brake capacity constraint includes JPEG2026512903000081.jpg934. JPEG2026512903000082.jpg1024, JPEG2026512903000083.jpg1036, JPEG2026512903000084.jpg1037 and Includes JPEG2026512903000085.jpg1027, JPEG2026512903000086.jpg86 represents the timing of arrival at the next platform in the aforementioned operating time information. JPEG2026512903000087.jpg913 has a predetermined time tolerance. JPEG2026512903000088.jpg810 and JPEG2026512903000089.jpg79 shows the timing when the train formation corresponding to the current train enters the parallel running section and the timing when it completely leaves the parallel running section. JPEG2026512903000090.jpg814 represents the maximum departure time for the scheduled train set. JPEG2026512903000091.jpg812 represents the upper limit of the specified train impact rate. JPEG2026512903000092.jpg1014 and JPEG2026512903000093.jpg1014 represents the traction force experienced by the current train and the aforementioned lead train at the i-th discrete time interval. JPEG2026512903000094.jpg1014 and JPEG2026512903000095.jpg1014 represents the braking force experienced by the current train and the aforementioned lead train at the i-th discrete time interval. JPEG2026512903000096.jpg814 and JPEG2026512903000097.jpg814 represents the specified maximum traction force and specified maximum braking force, respectively.

[0015] In some embodiments, the objective function includes an objective function for optimizing the speed difference between preceding and succeeding trains, an objective function for optimizing the distance between preceding and succeeding trains, an objective function for energy efficiency, and an objective function for comfort.

[0016] In some embodiments, the objective function is The file is JPEG2026512903000098.jpg17167, JPEG2026512903000099.jpg78 JPEG2026512903000100.jpg79 JPEG2026512903000101.jpg77 and JPEG2026512903000102.jpg78 represents the weights for optimizing the predetermined difference in train speeds between trains, the weight for optimizing the predetermined distance between trains, the weight for predetermined energy saving performance, and the weight for predetermined comfort, respectively.

[0017] In some embodiments, before the step of obtaining the local operation curve of the current train using a speed planning model based on the tracking status information and the planning information, A step of determining whether the current speed and current distance between trains of the current train satisfy the safety protection constraints corresponding to the safety protection information, wherein the current speed is the speed information in the motion state information, the current distance between trains is the distance between the position information in the preceding train motion state information and the position information in the motion state information, and the safety protection constraints include a safety speed limit constraint and a safety distance constraint. If the aforementioned safety protection condition constraints are met, the step of determining whether a virtual coupling signal has been received in the control state information and whether the current inter-vehicle distance is less than the virtual coupling threshold, If YES, the further step is to perform the step of obtaining the operation curve of the current train's local operation using a speed planning model based on the tracking status information and the planning information.

[0018] Embodiments of the present invention further provide a railway train operation planning device. An information acquisition module that acquires train formation planning information including route information, operating time information, formation information, and safety protection information, A status acquisition module for acquiring tracking status information of the current train in the aforementioned train formation, wherein the tracking status information includes the current train's motion status information, control status information, route information of the current operating line, and preceding train motion status information of the lead train corresponding to the current train, the current train being any one of the following trains virtually coupled in the aforementioned train formation, and the lead train being the railway train immediately preceding the current train in the direction of travel, A collaborative planning module that obtains the local operation curve of the current train using a speed planning model based on the tracking status information and the planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints and objective functions, and the local operation curve includes an operation speed planning curve, an inter-car distance planning curve and / or an emergency brake trigger curve EBI speed protection curve, and the operation speed planning curve includes a speed curve at which the current train will travel to the next platform.

[0019] Embodiments of the present invention further provide electronic devices. Memory for storing computer programs, The computer program includes a processor that, when executed, implements the steps of the railway train operation planning method described above.

[0020] Embodiments of the present invention further provide a railway train and include the electronic equipment described above.

[0021] Furthermore, embodiments of the present invention provide a computer-readable storage medium in which a computer program is stored, and when the computer program is executed by a processor, the steps of the railway train operation planning method described above are realized.

[0022] The railway train operation planning method provided by the present invention includes the steps of: acquiring planning information for a train formation, which includes route information, operating time information, formation information and safety protection information; acquiring tracking status information for the current train in the train formation, wherein the tracking status information includes motion status information of the current train, control status information, route information of the current operating line and preceding train motion status information of the lead train corresponding to the current train, the current train is any one of the following trains that is virtually coupled in the train formation, and the lead train is the railway train immediately preceding the current train in the direction of travel; and acquiring a local operation curve for the current train using a speed planning model based on the tracking status information and planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints and objective function, the local operation curve includes an operating speed planning curve, an inter-car distance planning curve and / or an emergency brake trigger curve EBI speed protection curve, and the operating speed planning curve includes a speed curve for the current train to travel to the next platform. [Effects of the Invention]

[0023] Thus, in this invention, by obtaining the local operating curve of the current train using a speed planning model based on tracking status information and planning information, the operating state of each following train in the train formation is planned and generated according to the constructed longitudinal dynamics model of the railway train, the objective function of the joint planning, and the constraints, thereby realizing distributed planning and control of the train formation, effectively reducing the computational load on a single train, and at the same time reducing the requirements for real-time and safety of inter-train communication, thereby reducing the cost of railway trains. Furthermore, this invention provides a railway train operation planning device, electronic equipment, a railway train, and a computer-readable storage medium, which similarly have the above beneficial effects. [Brief explanation of the drawing]

[0024] To more clearly illustrate embodiments of the present invention or prior art technical solutions, the following briefly introduces the necessary drawings describing embodiments or prior art. The drawings described below are merely embodiments of the present invention, and those skilled in the art can obtain other drawings based on these provided drawings, provided they do not require any work commensurate with inventive step. [Figure 1] This is a flowchart of a railway train operation planning method provided in an embodiment of the present invention. [Figure 2] This is a schematic diagram of the system structure of another railway train operation planning method provided by an embodiment of the present invention. [Figure 3] This is a schematic flowchart of another railway train operation planning method provided by an embodiment of the present invention. [Figure 4] This is a structural block diagram of a railway train operation planning device provided by an embodiment of the present invention. [Figure 5] This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. [Modes for carrying out the invention]

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following describes the technical solutions of the embodiments of the present invention clearly and completely, with the drawings of the embodiments of the present invention attached. The embodiments described are not all embodiments, but rather some embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without performing work worthy of inventive step are all within the scope of the protection of the present invention.

[0026] Referring to Figure 1, which is a flowchart of a railway train operation planning method provided by an embodiment of the present invention, the method includes the following steps: Step 101: Obtain train formation planning information, which includes route information, operating time information, formation information, and safety protection information.

[0027] In this embodiment, the train formation is a coupling formation consisting of two or more railway trains (e.g., autonomous railway trains), for example, a coupling formation formed by the virtual coupling of multiple independent autonomous railway trains.

[0028] Correspondingly, the train formation planning information in this embodiment may be pre-configured information planned for the operation of the train formation. The specific content of the planning information in this embodiment may be set by the designer according to the actual scenario and user needs. For example, the train formation planning information may include route information, operating time information, formation information, and safety protection information. Route information is information about the operating route on which the train formation runs, for example, location information of each platform on the operating route and location information of each signalized intersection on the operating route. Operating time information may be the arrival and departure time information of the train formation to and from each platform on the operating route (timetable in Figure 2). Formation information is information about the train formation, for example, the length of the train formation and the order and length of each railway car in the train formation. Safety protection information is information to ensure the safe operation of the railway train, for example, vehicle speed limits, speed limits for specific sections (e.g., departure section, entry section, intersection, etc.), cornering and gradient speed limits, etc. As shown in Figure 2, the train currently acquires planning information such as route information, operating time information (timetable), formation information, and safety protection information via the scheduling and decision module.

[0029] In this step, the designer may set up the specific method by which the processor acquires train formation planning information according to the actual scenario and user needs. For example, the processor may directly read pre-stored planning information, or it may receive all or part of the planning information via a network. This embodiment is not limited to these methods.

[0030] Step 102: Obtain the tracking status information of the current train in the train formation. The tracking status information includes the current train's motion status information, control status information, route information of the current operating line, and the preceding train motion status information of the lead train corresponding to the current train. The current train is any one of the following trains that is virtually coupled in the train formation, and the lead train is the train immediately preceding the current train in the direction of travel.

[0031] Here, the current train in this embodiment may be any of the following trains in the train formation, that is, the train formation includes the trains ahead of the current train in the direction of travel, and for example, the method provided in this embodiment may be used to plan and generate the local operating curve for each train in the train formation except for the first train in the direction of travel, or the method provided in this embodiment may be used to plan and generate the respective speed planning curve for each following train in the train formation by using the method provided in this embodiment for a server connected to each train in the train formation via wireless communication. However, this embodiment is not limited to this.

[0032] Correspondingly, the current train's tracking status information in this embodiment is status information indicating that the current train is following the lead train, and the lead train is the train immediately preceding the current train in the direction of travel in the train formation, that is, the closest train in front of the current train, for example, the train immediately preceding the current train that is virtually coupled to it.

[0033] Correspondingly, the specific content of the current train's tracking status information in this embodiment may be set by the designer according to the actual scenario and user needs. For example, the tracking status information includes the current train's motion state information and control state information. The motion state information is the current motion state of the current train and includes the current position (i.e., position information), speed (i.e., speed information), acceleration (i.e., acceleration information), and impact rate (i.e., impact rate information). This information is used for calculating the distance between the train and the lead train, determining safety protection speed violations, and setting speed plan starting point constraints. As shown in Figure 2, the current train acquires its own position information (x coordinate, y coordinate), speed information, acceleration information, and impact rate information via the self-positioning module. The control state information is the current control state of the current train and includes the actual gear position and virtual coupling entry signal of the train currently running. Based on the operating state of the current train, the next control gear position is output to realize safe entry into the virtual coupling state. As shown in Figure 2, the current train acquires its own actual gear position information and virtual coupling entry signal via the self-state module.

[0034] Accordingly, the tracking status information further includes route information of the currently operating route, and the route information of the currently operating route is information about the entire route of the line on which the train is currently operating. For example, the route information of the currently operating route includes the position, curvature, and gradient of all route points on the currently operating route, and is used to calculate the gradient resistance and cornering resistance that the train encounters during its journey. As shown in Figure 2, the current train obtains position information (x coordinate, y coordinate), curvature information, and gradient information of all route points on the currently operating route via the route map module. The tracking status information further includes the preceding train motion status information of the lead train corresponding to the current train, and the preceding train motion status information is the current motion status information of the lead train, including the lead train's current position information, speed information, acceleration information and impact rate information. If the lead train is in automatic driving mode, the preceding train motion status information may further include the lead train's preceding train speed planning curve to facilitate subsequent calculations. As shown in Figure 2, the current train obtains the position information (x coordinates, y coordinates), speed information, acceleration information, impact rate information, and the preceding train's preceding train's planned trajectory (e.g., preceding train speed planning curve) in automatic driving mode via the vehicle-to-vehicle communication module.

[0035] Step 103: Based on the tracking status information and planning information, the local operation curve of the current train is obtained using the speed planning model. The speed planning model includes a longitudinal dynamics model, constraints, and an objective function. The local operation curve includes the operating speed planning curve, the inter-car distance planning curve, and / or the EBI (Emergency Brake Intervention Curve) speed protection curve. The operating speed planning curve includes the speed curve at which the current train will travel to the next platform.

[0036] Here, the local operation curve in this embodiment is the operation curve by which the current train travels to the next platform, and the local operation curve includes at least one of the following: the operating speed planning curve, the inter-car distance planning curve, and the EBI speed protection curve (i.e., the speed curve corresponding to the emergency brake trigger curve EBI). As shown in Figure 2, the current train is planned using the joint planning module to obtain a local operation curve that includes the operating speed planning curve (reference speed), the inter-car distance planning curve (target following distance), and the EBI speed protection curve (EBI speed), and the joint control module controls the current train based on the local operation curve to ensure the safe operation of the current train in a virtual coupling state.

[0037] The speed planning model in this embodiment is a model for planning and generating the operating speed curve (i.e., operating speed planning curve) of a virtual-coupled following train (i.e., the current train). The speed planning model includes a longitudinal dynamics model of the virtual-coupled railway train, an objective function for co-planning, and constraints. Based on the acquired current state information and planning information of the current train, the processor uses the speed planning model to generate the operating speed planning curve of the current train in the train formation, thereby realizing the planning of the operating speed of each railway train in the train formation. Accordingly, the speed planning model further plans and generates the operating speed planning curve of the current train, as well as the distance curve to the leading train (i.e., inter-train distance planning curve).

[0038] Correspondingly, in this embodiment, longitudinal dynamics modeling is performed on the virtually coupled railway trains to obtain a longitudinal dynamics model. The specific details of the longitudinal dynamics model in the speed planning model of this embodiment may be set by the designer according to the actual scenario and user needs. For example, when the speed planning model plans and generates the current train's operating speed planning curve and inter-train distance planning curve, the longitudinal dynamics model uses a single-mass system model to explain the motion process and force conditions between the virtually coupled lead train and the current train, and the explanation of the discrete state space equations of the longitudinal dynamics model is as follows: JPEG2026512903000103.jpg961, JPEG2026512903000104.jpg966, JPEG2026512903000105.jpg961, JPEG2026512903000106.jpg968, JPEG2026512903000107.jpg962, JPEG2026512903000108.jpg968, JPEG2026512903000109.jpg10125, JPEG2026512903000110.jpg11130 and Includes JPEG2026512903000111.jpg1052, JPEG2026512903000112.jpg68 is a discrete time interval, JPEG2026512903000113.jpg710, JPEG2026512903000114.jpg710, JPEG2026512903000115.jpg711 and JPEG2026512903000116.jpg911 shows the position, velocity, acceleration, and impact rate of the lead train at the i-th discrete time interval, respectively. JPEG2026512903000117.jpg712, JPEG2026512903000118.jpg712, JPEG2026512903000119.jpg713 and JPEG2026512903000120.jpg913 shows the current position, velocity, acceleration, and impact rate of the train at the i-th discrete time interval, respectively. JPEG2026512903000121.jpg913 is the planned inter-train distance of the current train relative to the lead train at the i-th discrete time interval. JPEG2026512903000122.jpg1013, JPEG2026512903000123.jpg1014, JPEG2026512903000124.jpg914, JPEG2026512903000125.jpg914, JPEG2026512903000126.jpg914 represents the traction force, braking force, basic resistance, gradient resistance, and cornering resistance experienced by the lead train at the i-th discrete time interval. JPEG2026512903000127.jpg1014, JPEG2026512903000128.jpg1014, JPEG2026512903000129.jpg914, JPEG2026512903000130.jpg915, JPEG2026512903000131.jpg914 represents the traction force, braking force, basic resistance, gradient resistance, and cornering resistance currently experienced by the train at the i-th discrete time interval. In JPEG2026512903000132.jpg845, n is the number of discrete time intervals corresponding to the current train reaching the next platform, and m is the mass of the railway train, i.e., in this embodiment, the masses of the lead train and the current train may be the same, and in some other embodiments, the longitudinal dynamics model described above is adjusted to adopt the respective masses of the lead train and the current train. The longitudinal dynamics model may adopt the motion processes and force conditions of the virtual-coupled railway trains described in other embodiments, in which case this embodiment is not limited.

[0039] Correspondingly, the designer may set the specific content of the constraints in the speed planning model of this embodiment according to the actual scenario and user needs. For example, the constraints include an initial state constraint, a final state constraint, and an operating state constraint, and the operating state constraint includes at least one of the following: a safe speed limit constraint, a fixed time constraint, a parallel running section time constraint, a signalized intersection time constraint, an impact rate constraint, and a towing brake capacity constraint.

[0040] The initial state constraint is a constraint on the initial state of the train's speed plan at the current timing. For example, the initial state constraint is: JPEG2026512903000133.jpg728, JPEG2026512903000134.jpg732, JPEG2026512903000135.jpg924, JPEG2026512903000136.jpg926, JPEG2026512903000137.jpg729, JPEG2026512903000138.jpg733, JPEG2026512903000139.jpg929, JPEG2026512903000140.jpg933 and Includes JPEG2026512903000141.jpg934, JPEG2026512903000142.jpg68, JPEG2026512903000143.jpg68 JPEG2026512903000144.jpg69 and JPEG2026512903000145.jpg89 represents the current initial position, speed, acceleration, and impact rate of the train, i.e., the position information, speed information, acceleration information, and impact rate information in the current motion state information of the train. JPEG2026512903000146.jpg710, JPEG2026512903000147.jpg710, JPEG2026512903000148.jpg710 and JPEG2026512903000149.jpg910 contains the initial position information, velocity information, acceleration information, and impact rate information of the lead train, i.e., the position, velocity, acceleration, and impact rate of the lead train in the motion state information of the preceding train. JPEG2026512903000150.jpg911 represents the initial distance between the current train and the leading train, that is, the distance between the position information in the preceding train's motion status information and the position information in the motion status information.

[0041] Accordingly, the terminal state constraint is the state constraint when the train has traveled to the next platform, and in order to ensure that the train is parked and completely stopped when it has traveled to the next platform, the terminal state constraint is JPEG2026512903000151.jpg727, JPEG2026512903000152.jpg730, JPEG2026512903000153.jpg727, JPEG2026512903000154.jpg730, JPEG2026512903000155.jpg729, JPEG2026512903000156.jpg732, JPEG2026512903000157.jpg928, JPEG2026512903000158.jpg931 and Includes JPEG2026512903000159.jpg933, JPEG2026512903000160.jpg67 JPEG2026512903000161.jpg67 JPEG2026512903000162.jpg68 and JPEG2026512903000163.jpg88 represents the current train's terminal position, speed, acceleration, and impact rate, respectively, for example, the predetermined position, predetermined speed, predetermined acceleration, and predetermined impact rate of the current train at the next platform as required by the operation in the route information or path information. JPEG2026512903000164.jpg78, JPEG2026512903000165.jpg79 JPEG2026512903000166.jpg79 and JPEG2026512903000167.jpg99 represents the terminal position, speed, acceleration, and impact rate of the lead train, for example, the predetermined position, predetermined speed, predetermined acceleration, and predetermined impact rate of the lead train at the next platform as required by the operation in the route information or path information. JPEG2026512903000168.jpg99 shows the current train's final distance from the lead train. JPEG2026512903000169.jpg67 JPEG2026512903000170.jpg79 may have all values ​​set to 0, that is, JPEG2026512903000171.jpg925 and The image is JPEG2026512903000172.jpg926, meaning that the final speed of the current train and the lead train may be 0. For example, the speed of the current train and the lead train at their respective designated positions on the next platform (i.e., parking spots) may be 0.

[0042] Furthermore, operational constraints are the constraints that a railway train faces while traveling between stations, such as safety speed limit constraints, on-time constraints, parallel running section time constraints, signal intersection time constraints, impact rate constraints, and traction braking capacity constraints. For example, from a safety perspective, the speed of the train during its operation must not exceed the safety speed limit; that is, the safety speed limit constraint in operational constraints is JPEG2026512903000173.jpg945 and Includes JPEG2026512903000174.jpg948, JPEG2026512903000175.jpg714, JPEG2026512903000176.jpg715 represents the predetermined speed limit values ​​for the i-th discrete time interval of the current train and the lead train, for example, the predetermined speed limit values ​​at the corresponding locations on the current route in the safety protection information.

[0043] Accordingly, the step is set to a predetermined speed limit value JPEG2026512903000177.jpg714, This may further include the process of acquiring JPEG2026512903000178.jpg715. Predetermined speed limit JPEG2026512903000179.jpg714, Regarding the specific acquisition method for JPEG2026512903000180.jpg715, the designer may set it up themselves. For example, the current train's processor uses a safety protection model based on safety protection information and train formation information to calculate predetermined speed limit values ​​corresponding to each position of the current train and lead train on the current operating route. For example, based on the vehicle speed limits of the current train and lead train in the safety protection information, speed limits for specific sections (e.g., departure section, entry section, intersection, etc.), and cornering and gradient speed limits, as well as the length of the current train and / or the dynamic length of the train formation (the minimum safe inter-car distance changes with the train formation speed) in the train formation, the safety protection model calculates predetermined speed limit values ​​(e.g., speed limit curves) corresponding to each position of the current train and lead train on the current operating route.

[0044] Specifically, the time constraint in the operating conditions constraint specifies the time it takes for the train formation to reach the next platform in the operating time information (timetable in Figure 2), and in order to guarantee the on-time operation of the railway train in the train formation, the on-time constraint is Includes JPEG2026512903000181.jpg1058, JPEG2026512903000182.jpg86 shows the timing of arrival at the next platform in the train schedule information. JPEG2026512903000183.jpg913 represents the predetermined time tolerance. In other words, in this embodiment, by setting a time constraint, the goal of arriving at the platform on time can be achieved.

[0045] Accordingly, the departure time determines the time it takes for the train to pass through the parallel section, and in order to ensure that the train passes through the parallel section as quickly as possible without interfering with the operation of other railway trains (excluding the following train), the parallel section time constraint in the operational condition constraint is Includes JPEG2026512903000184.jpg948, JPEG2026512903000185.jpg810 and JPEG2026512903000186.jpg79 shows the timing when the train formation corresponding to the current train enters the parallel running section and the timing when it completely leaves the parallel running section. JPEG2026512903000187.jpg814 represents the maximum departure time for the specified train set. In other words, in this embodiment, by imposing operational constraints, the time objective of departing as quickly as possible while passing through the parallel running section without interfering with the operation of subsequent railway trains other than the train set in question can be achieved.

[0046] Furthermore, if the route information includes location information (e.g., start and end positions) of signaled intersections that a railway train (e.g., an autonomous railway train) passes through during its journey, then the signaled intersection time constraint in the operational state constraints is set to ensure that the train formation can safely pass through the signaled intersections. JPEG2026512903000188.jpg941 and Includes JPEG2026512903000189.jpg1145, JPEG2026512903000190.jpg918 shows the lead train at the start of a signalized intersection. This is the timing located in JPEG2026512903000191.jpg67. JPEG2026512903000192.jpg1124 shows the current position of the train at the end of a signalized intersection. This is the timing located at JPEG2026512903000193.jpg610. JPEG2026512903000194.jpg814 and JPEG2026512903000195.jpg813 represents the start and end timings corresponding to the green light phase of a signalized intersection. For example, the signal lights at a signalized intersection determine the time it takes for a train to pass through the intersection, and the processor obtains the phase of the signal lights at the signalized intersection (e.g., green light phase), and based on the green light phase and the length of the train, determines the time it takes for the train corresponding to the current train to enter the signalized intersection (e.g., JPEG2026512903000196.jpg918) and the time when the train set departs from the signal intersection (for example, The image (JPEG2026512903000197.jpg1124) is determined, and for example, using a dynamic planning method, it is determined whether to slow down and wait for the next green light, and the time when the train enters the signaled intersection and the time when it departs from the signaled intersection are determined.

[0047] Accordingly, the ride comfort of a railway train can be evaluated by the shock rate experienced by the train, and in order to guarantee the ride comfort of the train formation, the shock rate constraint in the operating conditions constraint is JPEG2026512903000198.jpg932 and Includes JPEG2026512903000199.jpg934, JPEG2026512903000200.jpg812 represents the upper limit of the predetermined train impact rate. In other words, by setting an impact rate constraint in this embodiment, the objectives of train running stability and comfort can be achieved.

[0048] Accordingly, the traction or braking characteristics of a railway train determine the maximum traction force or maximum braking force that the vehicle can exert, and the traction / braking capacity constraints under operating conditions are JPEG2026512903000201.jpg1024, JPEG2026512903000202.jpg1036, JPEG2026512903000203.jpg1037 and Includes JPEG2026512903000204.jpg1027, JPEG2026512903000205.jpg812 represents the upper limit of the specified train impact rate. JPEG2026512903000206.jpg1014 and JPEG2026512903000207.jpg1014 represents the traction force experienced by the current train and the lead train at the i-th discrete time interval. JPEG2026512903000208.jpg1014 and JPEG2026512903000209.jpg1014 represents the braking force experienced by the current train and the lead train at the i-th discrete time interval. JPEG2026512903000210.jpg814 and JPEG2026512903000211.jpg814 represents the predetermined maximum traction force and predetermined maximum braking force, respectively. JPEG2026512903000212.jpg814 is a negative value.

[0049] Here, regarding the specific content of the objective function in the speed planning model of this embodiment, the designer may set it themselves according to the actual scenario and user needs. For example, the objective function may include an objective function for optimizing the speed difference between preceding and succeeding trains, an objective function for optimizing the distance between preceding and succeeding trains, an objective function for energy efficiency, and an objective function for comfort, thereby comprehensively considering the energy efficiency and ride comfort of the railway train. For example, the objective function is The filename is JPEG2026512903000213.jpg9115. JPEG2026512903000214.jpg78 JPEG2026512903000215.jpg79 JPEG2026512903000216.jpg77 and JPEG2026512903000217.jpg78 represents the predetermined weights for optimizing the difference in speed between preceding and succeeding trains, the predetermined weights for optimizing the distance between preceding and succeeding trains, the predetermined weights for energy saving performance, and the predetermined weights for comfort, respectively, in this embodiment. JPEG2026512903000218.jpg78, JPEG2026512903000219.jpg79, JPEG2026512903000220.jpg77 and Without limiting the specific values ​​of JPEG2026512903000221.jpg78, for example, a designer or user may obtain a reference velocity curve for a different purpose by adjusting the values ​​of each weight according to their actual needs.

[0050] Here, the specific method by which the processor of this embodiment obtains the local operation curve of the current train using a speed planning model based on the tracking status information and planning information may be set by the designer themselves. For example, the processor generates the current operation speed planning curve and the current inter-car distance planning curve of the current train using a speed planning model based on the tracking status information and planning information. Based on the current inter-car distance planning curve, safety protection condition constraints corresponding to safety protection information, and the target parking location (for example, the parking location at the next platform for the current train), it generates the current EBI speed protection curve of the current train. The current operation speed planning curve, the current inter-car distance planning curve, and the current EBI speed protection curve are then aligned to generate the local operation curve.

[0051] Accordingly, in order to ensure the accuracy of the acquired local operation curve, the processor of this embodiment can further verify the local operation curve to obtain a safe local operation curve. As shown in Figure 3, in this step, the processor generates the current operating speed plan curve and the current inter-vehicle distance plan curve of the current train using a speed planning model based on the following status information and planning information, and generates the current EBI speed protection curve of the current train (self-vehicle EBI speed curve in Figure 3) based on the current inter-vehicle distance plan curve, safety protection condition constraints corresponding to the safety protection information and the target parking point, the safety protection condition constraints include safety speed limit constraints and safety distance constraints, and generates the current minimum safe inter-vehicle distance based on the safety protection condition constraints, the current operating speed plan curve, the current EBI speed protection curve and the leading train speed plan curve of the lead train. The process generates a curve (the minimum safe inter-vehicle distance curve in Figure 3), verifies the current operating speed plan curve and the current inter-vehicle distance plan curve using the current EBI speed protection curve and the current minimum safe inter-vehicle distance curve, and obtains the current verification result. If the current verification result is unsuccessful, the process adjusts the safety protection constraints and, based on the following status information and planning information, uses the speed planning model to generate the current operating speed plan curve and the current inter-vehicle distance plan curve for the current train. If the current verification result is successful, the process aligns the current operating speed plan curve, the current inter-vehicle distance plan curve and the current EBI speed protection curve to generate the local operating curve. In other words, if the current verification result is unsuccessful, the processor applies the safety protection constraints corresponding to the safety protection information in the planning information, for example, the safety speed limit constraint mentioned above. JPEG2026512903000222.jpg714, By adjusting JPEG2026512903000223.jpg715 and / or safety distance constraints, the adjusted safety protection constraints are continuously used to generate the current operating speed plan curve and current inter-vehicle distance plan curve for the next iteration, and the iteration continues.

[0052] Correspondingly, the designer may implement the specific method described above, that is, the specific method for solving the speed planning model, which generates the current operating speed planning curve and the current inter-car distance planning curve for the current train using the tracking status information and planning information, according to the actual scenario and user needs. For example, when solving the planning problem, the designer may consider it step by step, first deciding whether the vehicle should pass through the signaled intersection using a dynamic planning method based on the signal status, deciding whether the vehicle should slow down and wait for the next green light, or pass through within the current green light to ensure as much as possible that the vehicle does not park when passing through the signaled intersection, and then calculating the signaled intersection passage time (for example, the above) based on the decision result. JPEG2026512903000224.jpg918, The image JPEG2026512903000225.jpg1124 is obtained, and in this embodiment, the optimal control problem of the speed planning model is converted into a QP (Quadratic Programming) problem to generate a speed planning curve. In other words, in this embodiment, the processor solves the speed planning model using a quadratic programming solver based on the current state information and planning information of the current train to generate the speed planning curve of the current train.

[0053] For example, using the CVXOPT (a package for convex optimization in the Python programming language) convex optimization solver package in Python (a computer programming language), in this step, the processor introduces the solver (matrix) from the CVXOPT library and uses code such as the following: from cvxopt import solvers, matrix; Accordingly, the processor performs mathematical transformations on the constraints and objective function in the speed planning model according to the standard form of quadratic programming, obtaining each term in the standard form, for example, the Hessian matrix P and gradient matrix q corresponding to the objective function, the inequality constraint coefficient matrix G corresponding to the constraints, the upper bound h, and the coefficient matrices A and b for the equality constraints, and then using matrix() to represent them in the program. The specific code is as follows: P = matrix(P); q = matrix(q); G = matrix(G); h = matrix(h); A = matrix(A); b = matrix(b); Correspondingly, the processor solves the QP problem using the solvers.qp() function (optimization function) to obtain the speed planning curve. For example, the specific code might use Sol = solvers.qp(P,q,G,h,A,b).

[0054] In this embodiment, the specific type of quadratic programming solver employed by the processor is not limited. For example, the quadratic programming solver may be the one in the CVXOPT library, or other quadratic programming solvers such as OSQP (Operator Splitting Quadratic Program, an open-source quadratic programming problem solver) or QPOASES (Structure Optimization Active Set Method solver) may be used. This embodiment is not limited to these.

[0055] Here, as shown in Figure 3, before step 103, the processor determines whether the current speed of the current train (current speed of the current train) and the current distance between trains (current distance between the current train) satisfy the safety protection constraints corresponding to the safety protection information. If the safety protection constraints are satisfied, the processor determines whether a virtual coupling signal has been received in the control state information and whether the current distance between trains is less than the virtual coupling threshold. If the answer is YES, the processor proceeds to step 103. The current speed is the speed information in the motion state information, the current distance between trains is the distance between the position information in the preceding train motion state information and the position information in the motion state information, and the safety protection constraints include the safety speed limit constraint and the safety distance constraint.

[0056] To address this, in situations where safety protection constraints are not met, an emergency brake command is triggered, as shown in Figure 3, to immediately apply the brakes to the current train and ensure the safety of the railway train's operation. For example, the triggered emergency brake command is transmitted to the joint control module shown in Figure 2, and the joint control module controls the current train to apply the brakes. If a virtual coupling signal has not been received, or if the current inter-train distance is greater than or equal to the virtual coupling threshold, the flow is terminated directly, as shown in Figure 3. If the current inter-train distance is greater than or equal to the virtual coupling threshold, the speed of the current train is increased to shorten the distance between the current train and the lead train. However, this embodiment is not limited to this.

[0057] In this embodiment, the embodiment of the present invention obtains the local operating curve of the current train using a speed planning model based on tracking status information and planning information. Based on the constructed longitudinal dynamics model of the railway train, the objective function and constraints of the joint planning, the operating state of each following train in the train formation is planned and generated, realizing distributed planning and control of the train formation. This effectively reduces the computational load on a single train, while simultaneously reducing the requirements for real-time and safety of inter-train communication, thereby lowering the cost of railway trains.

[0058] To correspond to the above-described embodiments of the method, embodiments of the present invention further provide a railway train operation planning device, and the railway train operation planning device described below and the railway train operation planning method described above may refer to each other.

[0059] Referring to Figure 4, Figure 4 is a structural block diagram of a railway train operation planning device provided by an embodiment of the present invention. The device is An information acquisition module 10 acquires train formation planning information, which includes route information, operating time information, formation information, and safety protection information. A status acquisition module 20 that acquires tracking status information of the current train in a train formation, wherein the tracking status information includes the current train's motion status information, control status information, route information of the current operating line, and preceding train motion status information of the lead train corresponding to the current train, the current train being any one of the following trains virtually coupled in the train formation, and the lead train being the railway train immediately preceding the current train in the direction of travel, A collaborative planning module 30 that obtains the local operation curve of the current train using a speed planning model based on tracking status information and planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints and objective function, and the local operation curve includes an operation speed planning curve, an inter-car distance planning curve and / or an EBI speed protection curve, and the operation speed planning curve includes the speed curve at which the current train will travel to the next platform.

[0060] In some embodiments, the collaborative planning module 30 is A planning generation submodule that generates the current operating speed planning curve and current inter-car distance planning curve for the current train using a speed planning model based on tracking status information and planning information, A first curve generation submodule generates a current EBI speed protection curve for the current train based on the current inter-vehicle distance planning curve, safety protection condition constraints corresponding to safety protection information, and target parking location, wherein the safety protection condition constraints include a safety speed limit constraint and a safety distance constraint, A second curve generation submodule generates a current minimum safe inter-vehicle distance curve based on safety protection constraints, current operating speed plan curve, current EBI speed protection curve, and the leading train's preceding train speed plan curve. A verification submodule that currently uses the EBI speed protection curve and the current minimum safe inter-vehicle distance curve to verify the current operating speed planning curve and the current inter-vehicle distance planning curve, and obtains the verification results. If the verification results are currently unsatisfactory, the adjustment submodule adjusts the safety protection constraints and sends a start signal to the plan generation submodule. If the current verification results are satisfactory, it includes a aligning submodule that aligns the current operating speed planning curve, the current inter-vehicle distance planning curve, and the current EBI speed protection curve to generate a local operating curve.

[0061] In some embodiments, the planning generation submodule specifically solves a speed planning model using a quadratic programming solver based on the current state information and planning information of the current train, and generates the current operating speed planning curve and the current inter-train distance planning curve for the current train.

[0062] In some embodiments, the discrete state equations of the longitudinal dynamics model are JPEG2026512903000226.jpg961, JPEG2026512903000227.jpg966, JPEG2026512903000228.jpg961, JPEG2026512903000229.jpg968, JPEG2026512903000230.jpg962, JPEG2026512903000231.jpg968, JPEG2026512903000232.jpg11125, JPEG2026512903000233.jpg11130 and Includes JPEG2026512903000234.jpg1152, JPEG2026512903000235.jpg68 is a discrete time interval, JPEG2026512903000236.jpg710, JPEG2026512903000237.jpg710, JPEG2026512903000238.jpg711 and JPEG2026512903000239.jpg911 shows the position, velocity, acceleration, and impact rate of the lead train at the i-th discrete time interval, respectively. JPEG2026512903000240.jpg712, JPEG2026512903000241.jpg712, JPEG2026512903000242.jpg713 and JPEG2026512903000243.jpg913 shows the current position, velocity, acceleration, and impact rate of the train at the i-th discrete time interval, respectively. JPEG2026512903000244.jpg913 is the planned inter-train distance of the current train relative to the lead train at the i-th discrete time interval. JPEG2026512903000245.jpg1013, JPEG2026512903000246.jpg1014, JPEG2026512903000247.jpg914, JPEG2026512903000248.jpg914, JPEG2026512903000249.jpg914 represents the traction force, braking force, basic resistance, gradient resistance, and cornering resistance experienced by the lead train at the i-th discrete time interval. JPEG2026512903000250.jpg1014, JPEG2026512903000251.jpg1014, JPEG2026512903000252.jpg914, JPEG2026512903000253.jpg915, JPEG2026512903000254.jpg914 shows the traction force, braking force, basic resistance, gradient resistance, and cornering resistance currently acting on the train at the i-th discrete time interval, respectively, where m is the mass of the railway train. The image is JPEG2026512903000255.jpg845, where n is the number of discrete time intervals corresponding to the time it will take for the train to reach the next platform.

[0063] In some embodiments, the constraints include an initial state constraint, a final state constraint, and an operating state constraint, the operating state constraint includes at least one of a safe speed limit constraint, a fixed time constraint, a parallel running section time constraint, a signalized intersection time constraint, an impact rate constraint, and a towing brake capacity constraint.

[0064] In some embodiments, the initial state constraint is JPEG2026512903000256.jpg728, JPEG2026512903000257.jpg732, JPEG2026512903000258.jpg728, JPEG2026512903000259.jpg732, JPEG2026512903000260.jpg729, JPEG2026512903000261.jpg733, JPEG2026512903000262.jpg929, JPEG2026512903000263.jpg933 and The file includes JPEG2026512903000264.jpg934, and the termination state constraint is JPEG2026512903000265.jpg727, JPEG2026512903000266.jpg730, JPEG2026512903000267.jpg925, JPEG2026512903000268.jpg926, JPEG2026512903000269.jpg729, JPEG2026512903000270.jpg732, JPEG2026512903000271.jpg928, JPEG2026512903000272.jpg931 and Includes JPEG2026512903000273.jpg933, JPEG2026512903000274.jpg68 JPEG2026512903000275.jpg68 JPEG2026512903000276.jpg69 and JPEG2026512903000277.jpg89 shows the current initial position, speed, acceleration, and impact rate of the train, respectively. JPEG2026512903000278.jpg710, JPEG2026512903000279.jpg710, JPEG2026512903000280.jpg710 and JPEG2026512903000281.jpg910 shows the initial position, speed, acceleration, and impact rate of the lead train, respectively. JPEG2026512903000282.jpg911 shows the current train's initial distance from the lead train. JPEG2026512903000283.jpg67 JPEG2026512903000284.jpg67 JPEG2026512903000285.jpg68 and JPEG2026512903000286.jpg88 shows the current train's terminal position, acceleration, and impact rate, respectively. JPEG2026512903000287.jpg78 JPEG2026512903000288.jpg79, JPEG2026512903000289.jpg79 and JPEG2026512903000290.jpg99 shows the terminal position, acceleration, and impact rate of the lead train, respectively. JPEG2026512903000291.jpg99 shows the current train's final distance from the lead train.

[0065] In some embodiments, if the operating condition constraint includes a safety speed limit constraint, the safety speed limit constraint is JPEG2026512903000292.jpg945 and Includes JPEG2026512903000293.jpg948, JPEG2026512903000294.jpg714 and JPEG2026512903000295.jpg715 represents the predetermined speed limit values ​​for the i-th discrete time interval of the current train and the lead train, respectively.

[0066] In some embodiments, if the operational condition constraint includes a signal intersection time constraint, the signal intersection time constraint is JPEG2026512903000296.jpg941 and Includes JPEG2026512903000297.jpg1145, JPEG2026512903000298.jpg918 shows the lead train at the start of a signalized intersection. This is the timing located in JPEG2026512903000299.jpg67. JPEG2026512903000300.jpg1124 shows the train at the end of a signalized intersection. This is the timing located at JPEG2026512903000301.jpg610. JPEG2026512903000302.jpg814 and JPEG2026512903000303.jpg813 represents the start and end timings corresponding to the green light phase at a signalized intersection.

[0067] In some embodiments, when the operational constraints include a fixed time constraint, a parallel running section time constraint, an impact rate constraint, and a towing brake capacity constraint, the fixed time constraint is Includes JPEG2026512903000304.jpg1058, and the parallel running section time constraint is Includes JPEG2026512903000305.jpg948, and the impact ratio constraint is JPEG2026512903000306.jpg932 and Includes JPEG2026512903000307.jpg934, and the towing brake capacity constraint is JPEG2026512903000308.jpg1024, JPEG2026512903000309.jpg1036, JPEG2026512903000310.jpg1037 and Includes JPEG2026512903000311.jpg1027, JPEG2026512903000312.jpg86 shows the timing of arrival at the next platform in the train schedule information. JPEG2026512903000313.jpg913 represents the predetermined time tolerance. JPEG2026512903000314.jpg810 and JPEG2026512903000315.jpg79 shows the timing when the train formation corresponding to the current train enters the parallel running section and the timing when it completely leaves the parallel running section. JPEG2026512903000316.jpg814 represents the maximum departure time for the scheduled train set. JPEG2026512903000317.jpg812 represents the upper limit of the specified train impact rate. JPEG2026512903000318.jpg1014 and JPEG2026512903000319.jpg1014 represents the traction force experienced by the current train and the lead train at the i-th discrete time interval. JPEG2026512903000320.jpg1014 and JPEG2026512903000321.jpg1014 represents the braking force experienced by the current train and the lead train at the i-th discrete time interval. JPEG2026512903000322.jpg814 and JPEG2026512903000323.jpg814 represents the specified maximum traction force and specified maximum braking force, respectively.

[0068] In some embodiments, the objective function includes an objective function for optimizing the speed difference between preceding and succeeding trains, an objective function for optimizing the distance between preceding and succeeding trains, an objective function for energy efficiency, and an objective function for comfort.

[0069] In some examples, the objective function is The file is JPEG2026512903000324.jpg10134, JPEG2026512903000325.jpg78 JPEG2026512903000326.jpg79 JPEG2026512903000327.jpg77 and JPEG2026512903000328.jpg78 represents the weights for optimizing the predetermined difference in train speeds, the weights for optimizing the predetermined distance between trains, the weights for predetermined energy-saving performance, and the weights for predetermined comfort, respectively.

[0070] In some embodiments, the apparatus is A constraint determination module for determining whether the current speed and current distance between trains of a current train satisfy the safety protection condition constraints corresponding to safety protection information, wherein the current speed is the speed information in the motion state information, the current distance between trains is the distance between the position information in the preceding train's motion state information and the position information in the motion state information, and the safety protection condition constraints include a safety speed limit constraint and a safety distance constraint, The system further includes a virtual coupling determination module that, if safety protection constraints are met, determines whether a virtual coupling signal has been received in the control state information and whether the current inter-vehicle distance is less than a virtual coupling threshold, and if YES, sends a start signal to the joint planning module.

[0071] In this embodiment, the collaborative planning module 30 obtains the local operating curve of the current train using a speed planning model based on the tracking status information and planning information. Based on the constructed longitudinal dynamics model of the railway train, the collaborative planning objective function, and the constraints, it plans and generates the operating state of each following train in the train formation, realizing distributed planning and control of the train formation. This effectively reduces the computational load on a single train, while simultaneously lowering the requirements for real-time and safety of inter-train communication, thereby reducing the cost of railway trains.

[0072] To correspond to the above-described embodiments of the method, embodiments of the present invention further provide electronic devices, and the electronic devices described below and the railway train operation planning method described above may refer to each other.

[0073] Refer to Figure 5, which is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. This electronic device is Memory D1 for storing computer programs, The computer program includes a processor D2 that, when executed, implements the steps of the railway train operation planning method provided in the above embodiment of the method.

[0074] The electronic devices provided in this embodiment may be electronic devices deployed on a railway train (for example, an autonomous railway train), or they may be servers wirelessly connected to a railway train.

[0075] In correspondence with the above embodiments of electronic devices, embodiments of the present invention further provide a railway train, and the railway train described below and the electronic devices described above may refer to each other.

[0076] A railway train, including the electronic equipment provided in the above embodiment.

[0077] The railway train provided in this embodiment may be an autonomous railway train.

[0078] To correspond to the above embodiments of the method, embodiments of the present invention further provide a computer-readable storage medium, and the computer-readable storage medium described below and the railway train operation planning method described above may refer to each other.

[0079] Embodiments of the present invention provide a computer-readable storage medium in which a computer program is stored, and when the computer program is executed by a processor, steps of the railway train operation planning method provided by the above embodiment of the method are realized.

[0080] The computer-readable storage medium may specifically be any type of readable storage medium capable of storing program code, such as a U disk, portable hard disk, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0081] Each embodiment in the specification is described in a progressive manner, with each embodiment primarily describing the differences from other embodiments, and similar or identical parts between embodiments should be referenced to one another. The apparatus, electronic equipment, railway train, and computer-readable storage medium disclosed in the embodiments correspond to the methods disclosed in the embodiments, and their descriptions are brief; relevant parts should be referred to in the description of the methods.

[0082] The above describes in detail the railway train operation planning method, apparatus, electronic equipment, railway train, and computer-readable storage medium provided by the present invention. The principles and embodiments of the present invention are described herein using specific examples, and the above description of embodiments is used solely for understanding the methods and spirit of the present invention. Hereinafter, those skilled in the art may make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A method for planning the operation of railway trains, A step to obtain train formation planning information, which includes route information, operating time information, formation information, and safety protection information, A step of acquiring tracking status information for the current train in the aforementioned train formation, wherein the tracking status information includes motion status information, control status information, route information of the current operating line, and preceding train motion status information of the lead train corresponding to the current train, the current train is any one of the following trains that is virtually coupled in the aforementioned train formation, and the lead train is the railway train immediately preceding the current train in the direction of travel, A method for planning the operation of a railway train, characterized by comprising the steps of: obtaining a local operation curve of the current train using a speed planning model based on the tracking status information and the planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints and an objective function, the local operation curve includes an operation speed planning curve, an inter-car distance planning curve and / or an emergency brake trigger curve EBI speed protection curve, and the operation speed planning curve includes a speed curve at which the current train travels to the next platform.

2. The step of obtaining the local operation curve of the current train using a speed planning model based on the tracking status information and the planning information is as follows: The steps include generating a current train operating speed planning curve and a current inter-train distance planning curve using the speed planning model based on the tracking status information and the planning information, A step of generating a current EBI speed protection curve for the current train based on the current inter-vehicle distance planning curve, the safety protection conditions constraints corresponding to the safety protection information, and the target parking location, wherein the safety protection conditions constraints include a safety speed limit constraint and a safety distance constraint. The steps include generating a current minimum safe inter-vehicle distance curve based on the aforementioned safety protection constraints, current operating speed plan curve, current EBI speed protection curve, and the preceding train speed plan curve of the lead train, The current steps involve verifying the current operating speed plan curve and current inter-vehicle distance plan curve using the current EBI speed protection curve and current minimum safe inter-vehicle distance curve, and obtaining the verification results. If the verification result is unsatisfactory, the step of adjusting the safety protection constraints and using the speed planning model to generate the current train's current operating speed planning curve and current inter-car distance planning curve based on the tracking status information and the planning information is performed. The railway train operation planning method according to claim 1, characterized in that it includes the step of generating the local operation curve by aligning the current operating speed planning curve, the current inter-vehicle distance planning curve, and the current EBI speed protection curve, if the current verification result is satisfactory.

3. The step of generating a current train's current operating speed plan curve and current inter-train distance plan curve using the speed planning model based on the tracking status information and the planning information is as follows: The railway train operation planning method according to claim 2, characterized in that it includes the step of solving the speed planning model using a quadratic programming solver based on the current status information of the current train and the planning information to generate the current operating speed planning curve and the current inter-car distance planning curve of the current train.

4. The discrete state equations for the aforementioned longitudinal dynamics model are: 、 、 、 、 、 、 、 and Includes, is a discrete time interval, 、 、 and These are the position, velocity, acceleration, and impact rate of the lead train at the i-th discrete time interval, respectively. 、 、 and These are the current position, velocity, acceleration, and impact rate of the train at the i-th discrete time interval, respectively. is the planned inter-train distance of the current train relative to the lead train in the i-th discrete time interval. 、 、 、 、 These are the traction force, braking force, basic resistance, gradient resistance, and cornering resistance experienced by the lead train at the i-th discrete time interval, respectively. 、 、 、 、 These are the traction force, braking force, basic resistance, gradient resistance, and cornering resistance currently experienced by the train at the i-th discrete time interval, respectively, and m is the mass of the railway train. The railway train operation planning method according to claim 1, wherein n is the number of discrete time intervals corresponding to the time it takes for the train to reach the next platform.

5. The railway train operation planning method according to claim 4, wherein the constraint conditions include an initial state constraint, a final state constraint, and an operation state constraint, and the operation state constraint includes at least one of a safety speed limit constraint, a fixed time constraint, a parallel running section time constraint, a signal intersection time constraint, an impact rate constraint, and a traction brake capacity constraint.

6. The aforementioned initial state constraint is 、 、 、 、 、 、 、 and The termination state constraint includes, and the termination state constraint is 、 、 、 、 、 、 、 and Includes, 、 、 and These represent the train's initial position, speed, acceleration, and impact rate, respectively. 、 、 and These are the initial position, speed, acceleration, and impact rate of the lead train, respectively. This is the initial distance between the current train and the aforementioned lead train. 、 and These represent the current train's terminal position, acceleration, and impact rate, respectively. 、 and These are the terminal position, acceleration, and impact rate of the lead train, respectively. The railway train operation planning method according to claim 5, characterized in that is the final distance between the current train and the lead train.

7. If the aforementioned operating condition constraint includes the aforementioned safety speed limit constraint, then the aforementioned safety speed limit constraint is and Includes, and The railway train operation planning method according to claim 5, characterized in that each of these values ​​is a predetermined speed limit value at the i-th discrete time interval between the current train and the lead train.

8. If the aforementioned operational condition constraint includes the aforementioned signal intersection time constraint, then the signal intersection time constraint is and Includes, The aforementioned lead train is at the starting position of the signalized intersection. This is the timing when it is located at The train is currently at the end of the signalized intersection. This is the timing when it is located at and The railway train operation planning method according to claim 5, characterized in that the start timing and end timing correspond to the green light phase of a signalized intersection, respectively.

9. If the aforementioned operating condition constraints include the aforementioned fixed time constraint, the aforementioned parallel running section time constraint, the aforementioned impact rate constraint, and the aforementioned towing brake capacity constraint, then the aforementioned fixed time constraint is The time constraint for the parallel running section is The impact rate constraint includes, and the impact rate constraint is and The towing brake capacity constraints include the following: 、 、 and Includes, This is the timing of arrival at the next platform in the aforementioned operating time information. This is the predetermined time tolerance, and These are the timings when the train formation corresponding to the current train enters the parallel running section and when it completely leaves the parallel running section. This is the maximum departure time for the scheduled train set. This is the upper limit of the specified train impact rate. and These are the traction forces experienced by the current train and the lead train at the i-th discrete time interval, respectively. and b These are the braking forces experienced by the current train and the lead train at the i-th discrete time interval, respectively. and The railway train operation planning method according to claim 5, characterized in that is a predetermined maximum traction force and a predetermined maximum braking force, respectively.

10. The railway train operation planning method according to claim 4, characterized in that the aforementioned objective function includes an objective function for optimizing the speed difference between preceding and succeeding trains, an objective function for optimizing the distance between preceding and succeeding trains, an objective function for energy saving performance, and an objective function for comfort.

11. The aforementioned objective function is And, 、 、 and The railway train operation planning method according to claim 10, characterized in that these are a predetermined weight for optimizing the difference in speed between preceding and succeeding trains, a predetermined weight for optimizing the distance between preceding and succeeding trains, a predetermined weight for energy saving performance, and a predetermined weight for comfort.

12. Before the step of obtaining the local operation curve of the current train using a speed planning model based on the tracking status information and the planning information, A step of determining whether the current speed and current distance between trains of the current train satisfy the safety protection constraints corresponding to the safety protection information, wherein the current speed is the speed information in the motion state information, the current distance between trains is the distance between the position information in the preceding train motion state information and the position information in the motion state information, and the safety protection constraints include a safety speed limit constraint and a safety distance constraint. If the aforementioned safety protection condition constraints are met, the step is to determine whether a virtual coupling signal has been received in the control state information and whether the current inter-vehicle distance is less than the virtual coupling threshold. A railway train operation planning method according to any one of claims 1 to 11, further comprising the step of performing the step of obtaining the operation curve of the current local operation of the train using a speed planning model based on the tracking status information and the planning information, if YES.

13. A railway train operation planning device, An information acquisition module that acquires train formation planning information including route information, operating time information, formation information, and safety protection information, A status acquisition module for acquiring tracking status information of the current train in the aforementioned train formation, wherein the tracking status information includes the current train's motion status information, control status information, route information of the current operating line, and preceding train motion status information of the lead train corresponding to the current train, the current train being any one of the following trains virtually coupled in the aforementioned train formation, and the lead train being the railway train immediately preceding the current train in the direction of travel, A railway train operation planning device comprising: a collaborative planning module that acquires a local operation curve of the current train using a speed planning model based on the tracking status information and the planning information, wherein the speed planning model includes a longitudinal dynamics model, constraints and objective function, the local operation curve includes an operation speed planning curve, an inter-car distance planning curve and / or an emergency brake trigger curve EBI speed protection curve, and the operation speed planning curve includes a collaborative planning module that includes a speed curve at which the current train will travel to the next platform.

14. It is an electronic device, Memory for storing computer programs, An electronic device comprising a processor that, when the computer program is executed, realizes the steps of the railway train operation planning method described in any one of claims 1 to 12.

15. A railway train, characterized by including the electronic equipment described in claim 14.

16. A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, it realizes the steps of the railway train operation planning method described in any one of claims 1 to 12.

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