Rail train and operation planning method and apparatus therefor, device, and storage medium

Abstract

A rail train and an operation planning method and apparatus therefor, a device, and a storage medium, relating to the technical field of intelligent driving. The method comprises: acquiring planning information of a train formation; acquiring following situation information of a current train in the train formation; and on the basis of the following situation information and the planning information, using a speed planning model to acquire a local operation curve of the current train, wherein the speed planning model comprises a longitudinal dynamics model, a constraint condition, and an objective function. In the present invention, an operation state of each following train in the train formation can be planned and generated by using the constructed longitudinal dynamics model of the rail train and the collaboratively planned objective function and constraint condition, so that distributed planning and control of the train formation are realized, the calculation load of a single train can be effectively reduced, and the requirements for real-time performance and safety of communication between trains can also be reduced, thereby reducing the cost of the rail train.

Description

A rail train and its operation planning method, device, equipment and storage medium Technical Field

[0001] The present invention relates to the field of intelligent driving technology, and in particular to a method, device, electronic equipment, rail train and computer-readable storage medium for planning the operation of a rail train. Background Art

[0002] The concept of Virtual Coupled (VC) was coined to achieve efficient allocation of vehicle transport capacity. Based on this concept, virtual coupling of rail trains (such as smart rail trains) involves multiple independent trains forming a coupled formation. Within this formation, the trains exchange vehicle performance and status information via wireless vehicle-to-vehicle communication, enabling close-quarter operation similar to mechanical coupling under collaborative planning and control strategies. After the coupling is disengaged, each train maintains its own steering, traction, and braking systems, enabling independent operation.

[0003] Similar to the operation of single railcars, the performance indicators for evaluating virtual train formations primarily include five interrelated and mutually reinforcing metrics: efficiency, punctuality, stopping accuracy, comfort, and energy efficiency. To optimize these metrics, the train formation requires not only planning and control of each individual train within it based on individual train and line constraints, but also further consideration of the lead vehicle's constraints for the following trains.

[0004] In existing technologies, the collaborative planning and control of train formations based on virtual couplings uses a centralized planning and control solution. However, this solution requires significant computing resources and capabilities for each train, which are proportional to the size of the formation and results in high costs. Furthermore, frequent data exchange between trains places very high demands on communication reliability, real-time performance, and bandwidth. Therefore, it is urgent to address the issue of providing an operation planning method for each follower train in a virtual coupling, enabling distributed planning and control of the train formation, reducing the computational load on individual trains, and ensuring the real-time and security requirements for inter-train communication.

[0005] Summary of the Invention

[0006] The purpose of the present invention is to provide a method, device, electronic equipment, rail train and computer-readable storage medium for planning the operation of a rail train, so as to plan the operating status of each follower vehicle in a virtual coupling, realize distributed planning and control of train formation, reduce the computing load of a single vehicle and the requirements for inter-train communication.

[0007] To solve the above technical problems, the present invention provides a method for planning the operation of a rail train, comprising:

[0008] Obtaining train marshaling planning information; wherein the planning information includes line information, operating time information, marshaling information and safety protection information;

[0009] Obtaining train following information of a current train in the train formation; wherein the train following information includes motion state information and control state information of the current train, path information of the current running line, and motion state information of a preceding vehicle of a lead vehicle corresponding to the current train, where the current train is any following vehicle that is virtually coupled in the train formation, and the lead vehicle is a track train preceding the current train in the direction of travel;

[0010] According to the following vehicle information and the planning information, a speed planning model is used to obtain a local operating curve of the current train; wherein, the speed planning model includes a longitudinal dynamic model, constraints and an objective function, the local operating curve includes an operating speed planning curve, a tracking interval planning curve and / or an emergency braking trigger curve EBI speed protection curve, and the operating speed planning curve includes a speed curve of the current train traveling to the next platform.

[0011] In some embodiments, obtaining a local operation curve of the current train using a speed planning model based on the following vehicle information and the planning information includes:

[0012] Generate a current running speed planning curve and a current tracking distance planning curve of the current train using the speed planning model according to the following train situation information and the planning information;

[0013] Generate a current EBI speed protection curve for the current train based on the current tracking distance planning curve, the safety protection condition constraints corresponding to the safety protection information, and the target stopping point; wherein the safety protection condition constraints include a safety speed limit constraint and a safety distance constraint;

[0014] Generate a current minimum safe tracking distance curve based on the safety protection condition constraint, the current operating speed planning curve, the current EBI speed protection curve, and the preceding vehicle speed planning curve of the pilot vehicle;

[0015] Use the current EBI speed protection curve and the current minimum safe tracking distance curve to verify the current operating speed planning curve and the current tracking distance planning curve to obtain the current verification result;

[0016] If the current verification result is verification failure, the safety protection condition constraint is adjusted, and the step of generating a current running speed planning curve and a current tracking distance planning curve of the current train by using the speed planning model according to the following vehicle situation information and the planning information is performed;

[0017] If the current verification result is verification passed, the current operating speed planning curve, the current tracking interval planning curve and the current EBI speed protection curve are integrated to generate the local operating curve.

[0018] In some embodiments, generating a current running speed planning curve and a current tracking distance planning curve of a current train using the speed planning model according to the following train situation information and the planning information includes:

[0019] According to the current state information of the current train and the planning information, the speed planning model is solved using a quadratic planning solver to generate a current running speed planning curve and a current tracking distance planning curve of the current train.

[0020] In some embodiments, the discrete state equations of the longitudinal dynamics model include: l(i+1) =s l(i) +v l(i) Δt, s f(i+1) =s f(i) +v f(i) Δt, v l(i+1) =v l(i) +a l(i) Δt, v f(i+1) =v f(i) +a f(i) Δt, a l(i+1) =a l(i) +j l(i) Δt, a f(i+1) =a f(i) +j f(i) Δt, ma l(i) =F tl(i) +F bl(i) -f vl(i) -f gl(i) -f cl(i) 、ma f(i) =F tf(i) +F bf(i) -f vf(i) -f gf(i) -f cf(i) and d f(i) =s l(i) -s f(i) ; where Δt is the discrete time interval, s l(i) 、v l(i) 、a l(i) and j l(i) are the position, velocity, acceleration and impact rate of the pilot vehicle at the i-th discrete time interval, s f(i) 、v f(i) 、a f(i) and j f(i)are the position, velocity, acceleration and impact rate of the current train at the i-th discrete time interval, d f(i) is the planned tracking distance of the current train relative to the pilot vehicle at the i-th discrete time interval, F tl(i) 、F bl(i) 、f vl(i) 、f gl(i) 、f cl(i) and are the traction, braking, basic resistance, slope resistance and curve resistance of the pilot vehicle at the i-th discrete time interval, respectively. tf(i) 、F bf(i) 、f vf(i) 、f gf(i) 、f cf(i) and are the traction force, braking force, basic resistance, slope resistance and curve resistance of the current train in the i-th discrete time interval, m is the mass of the track train, i = 0, 1, 2, ..., n, and n is the number of discrete time intervals corresponding to the current train reaching the next platform.

[0021] In some embodiments, the constraints include initial state constraints, terminal state constraints and operating state constraints, and the operating state constraints include at least one of a safe speed limit constraint, a punctual time constraint, a common line section time constraint, a traffic light intersection time constraint, an impact rate constraint and a traction and braking capacity constraint.

[0022] In some embodiments, the initial state constraints include s l(0) =s l0 、s f(0) =s f0 、v l(0) =v l0 、v f(0) =v f0 、a l(0) =a l0 、a f(0) =a f0 、j l(0) =j l0 、j f(0) =j f0 and d f(0) =d f0 ; The terminal state constraints include s l(n) =s ln 、s f(n) =s fn 、v l(n) =0, v f(n) =0, a l(n) =a ln 、a f(n) =a fn 、j l(n) =j ln 、jf(n) =j fn and d f(n) =d fn ; Among them, s l0 、v l0 、a l0 and j l0 are the initial position, velocity, acceleration and impact rate of the current train, s f0 、v f0 、a f0 and j f0 are the initial position, velocity, acceleration and impact rate of the pilot vehicle, d f0 is the initial tracking distance of the current train to the pilot vehicle; s ln 、a ln and j ln are the current train termination position, acceleration and impact rate, s fn 、a fn and j fn are the position, acceleration and impact rate of the pilot vehicle at the end, d fn It is the tracking distance at which the current train terminates the tracking of the lead vehicle.

[0023] In some embodiments, when the operating state constraint includes the safe speed limit constraint, the safe speed limit constraint includes 0≤v l(i) ≤v lm(i) and 0≤v f(i) ≤v fm(i) ; Among them, v lm(i) and v fm(i) are the preset speed limits of the current train and the pilot vehicle at the i-th discrete time interval respectively.

[0024] In some embodiments, when the operating state constraint includes the traffic light intersection time constraint, the traffic light intersection time constraint includes t gstart ≤t l (s in ) and t gend ≥t f (s out ); where t l (s in ) is the starting position s of the pilot car at the traffic light intersection in The moment, t f (s out ) is the current train’s terminal position at the traffic light intersection s out The moment, t gstart and t gend They are the starting time and ending time corresponding to the green light phase at the traffic light intersection.

[0025] In some embodiments, when the operating state constraint includes the on-time constraint, the common line section time constraint, the impact rate constraint, and the traction braking capacity constraint, the on-time constraint includes |n*Δt-t f ∣≤Δt fm The time constraints of the common line section include t dep -t out ≤Δt om , the impact rate constraint includes j l(i) ≤j max and j f(i) ≤j max , the traction and braking capacity constraints include 0≤F tl(i) 、F tf(i) ≤F tmax 、F bmin ≤F bl(i) and F bf(i) ≤0; where t f is the time of arrival at the next platform in the operating time information, Δt fm is the preset allowable punctuality error, t dep and t out are the moments when the train formation corresponding to the current train enters and completely leaves the shared track section, Δt om is the preset maximum departure time of the marshaling group, j max is the preset upper limit of train impact rate, F tf(i) and F tf(i) are the traction forces on the current train and the pilot car at the i-th discrete time interval, F bf(i) and F bf(i) are the braking forces on the current train and the pilot car at the i-th discrete time interval, F tmax and F bmin They are the preset maximum traction force and the preset maximum braking force respectively.

[0026] In some embodiments, the objective function includes a front and rear vehicle speed difference optimization objective function, a front and rear vehicle tracking distance optimization objective function, an energy saving objective function, and a comfort objective function.

[0027] In some embodiments, the objective function is Among them, ω v 、ω d 、ω t and ω j They are respectively the preset front and rear vehicle speed difference optimization weight, the preset front and rear vehicle tracking distance optimization weight, the preset energy saving weight and the preset comfort weight.

[0028] In some embodiments, before obtaining the local operation curve of the current train using the speed planning model according to the following train information and the planning information, the method further includes:

[0029] Determining whether the current speed and current tracking distance of the current train meet the safety protection condition constraints corresponding to the safety protection information; wherein the current speed is the speed information in the motion state information, the current tracking distance is the distance between the position information in the motion state information of the preceding vehicle 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;

[0030] If the safety protection condition constraint is met, determining whether a virtual coupling entry signal in the control state information is received and the current tracking distance is less than a virtual coupling threshold;

[0031] If so, execute the step of obtaining the local operation curve of the current train using the speed planning model based on the following vehicle information and the planning information.

[0032] An embodiment of the present invention further provides a rail train operation planning device, comprising:

[0033] An information acquisition module is used to obtain planning information of train formation; wherein the planning information includes line information, operation time information, formation information and safety protection information;

[0034] a situation acquisition module, configured to acquire the following vehicle situation information of the current train in the train formation; wherein the following vehicle situation information includes the motion state information and control state information of the current train, the path information of the current running line, and the motion state information of the preceding vehicle of the lead vehicle corresponding to the current train, where the current train is any following vehicle that is virtually coupled in the train formation, and the lead vehicle is the preceding track vehicle of the current train in the direction of travel;

[0035] A collaborative planning module is used to obtain the local operating curve of the current train using a speed planning model based on the following vehicle information and the planning information; wherein the speed planning model includes a longitudinal dynamic model, constraints and an objective function, the local operating curve includes an operating speed planning curve, a tracking interval planning curve and / or an emergency braking trigger curve EBI speed protection curve, and the operating speed planning curve includes the speed curve of the current train traveling to the next platform.

[0036] An embodiment of the present invention further provides an electronic device, including:

[0037] memory for storing computer programs;

[0038] A processor is used to implement the steps of the rail train operation planning method as described above when executing the computer program.

[0039] An embodiment of the present invention further provides a rail vehicle, comprising: the electronic device as described above.

[0040] In addition, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the rail train operation planning method as described above are implemented.

[0041] A method for planning the operation of a rail train provided by the present invention comprises: obtaining planning information of a train formation; wherein the planning information comprises line information, operating time information, formation information and safety protection information; obtaining the following vehicle information of a current train in the train formation; wherein the following vehicle information comprises motion state information and control state information of the current train, path information of the current operating line and motion state information of the preceding vehicle of a pilot vehicle corresponding to the current train, the current train being any following vehicle virtually coupled in the train formation, and the pilot vehicle being the preceding rail train in the direction of travel of the current train; obtaining a local operation curve of the current train using a speed planning model according to the following vehicle information and the planning information; wherein the speed planning model comprises a longitudinal dynamics model, constraints and an objective function, the local operation curve comprising an operation speed planning curve, a tracking interval planning curve and / or an emergency brake trigger curve (EBI) speed protection curve, and the operation speed planning curve comprising a speed curve of the current train traveling to the next platform;

[0042] As can be seen, the present invention uses a speed planning model based on the following vehicle information and planning information to obtain the local operating curve of the current train. It can also use the constructed longitudinal dynamic model of the rail train and the objective function and constraints of the collaborative planning to plan and generate the operating status of each following vehicle in the train formation, thereby realizing distributed planning and control of the train formation. This can effectively reduce the computational load of a single vehicle, while also reducing the requirements for the real-time and security of inter-train communication, thereby reducing the cost of the rail train. In addition, the present invention also provides a rail train operation planning device, electronic equipment, rail train, and computer-readable storage medium, which also have the above-mentioned beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0044] FIG1 is a flow chart of a method for planning the operation of a rail train provided by an embodiment of the present invention;

[0045] FIG2 is a schematic diagram of the system structure of another rail train operation planning method provided by an embodiment of the present invention;

[0046] FIG3 is a schematic flow chart of another method for planning the operation of a rail train provided in an embodiment of the present invention;

[0047] FIG4 is a structural block diagram of a rail train operation planning device provided by an embodiment of the present invention;

[0048] FIG5 is a schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0050] Please refer to Figure 1, which is a flow chart of a method for planning the operation of a rail train provided by an embodiment of the present invention. The method may include:

[0051] Step 101: Acquire planning information of train formation; wherein the planning information includes line information, operation time information, formation information and safety protection information.

[0052] It can be understood that the train formation in this embodiment can be a coupled formation composed of two or more rail trains (such as smart rail trains), such as a coupled formation formed by virtual coupling of multiple independent smart rail trains.

[0053] Correspondingly, the planning information of the train formation in this embodiment can be the information of the pre-set operation plan of the train formation. The specific content of the planning information in this embodiment can be set by the designer according to the practical scenario and user needs. For example, the planning information of the train formation can include line information, operating time information, formation information and safety protection information. Among them, the line information can be the information of the operating line on which the train formation travels, such as the location information of each platform on the operating line and the location information of each traffic light intersection on the operating line; the operating time information can be the time information of the train formation arriving at and leaving each platform on the operating line (such as the timetable in Figure 2); the formation information can be the information of the train formation, such as the length of the train formation and the formation order and length of each track train in the train formation; the safety protection information can be the information used to ensure the safe operation of the rail train, such as vehicle speed limit, speed limit of special sections (such as exit section, entrance section, intersection, etc.), speed limit of curves and slopes, etc. As shown in Figure 2, the current train can use the scheduling and decision module to obtain planning information such as line information, operating time information (timetable), formation information and safety protection information.

[0054] It should be noted that the specific method by which the processor obtains the train formation planning information in this step can be set by the designer according to practical scenarios and user needs. For example, the processor can directly read pre-stored planning information; or it can receive all or part of the planning information through the network. This embodiment does not impose any restrictions on this.

[0055] Step 102: Obtain the following vehicle information of the current train in the train formation; wherein the following vehicle information includes the motion state information and control state information of the current train, the path information of the current running line, and the preceding vehicle motion state information of the lead vehicle corresponding to the current train. The current train is any following vehicle virtually coupled in the train formation, and the lead vehicle is the preceding track train of the current train in the direction of travel.

[0056] It is understandable that the current train in this embodiment can be any following train in the train formation, that is, the train formation includes the rail train ahead of the current train in the direction of travel; for example, each rail train in the train formation except the first rail train in the direction of travel can use the method provided by this embodiment to plan and generate its own local operation curve; or, a server wirelessly connected to each rail train in the train formation can use the method provided by this embodiment to plan and generate a speed planning curve for each following train in the train formation. This embodiment does not impose any restrictions on this.

[0057] Correspondingly, the following vehicle information of the current train in this embodiment may be the situation information of the current train following the lead vehicle; the lead vehicle may be a rail train in front of the current train in the direction of travel of the current train in the train formation, that is, the rail train closest to the front of the current train, such as the previous rail train virtually coupled to the current train.

[0058] Correspondingly, the specific content of the following vehicle information of the current train in this embodiment can be set by the designer according to practical scenarios and user needs. For example, the following vehicle information can include the motion state information and control state information of the current train; the motion state information can be the current motion state of the current train, and can include 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) of the current train, which are used to calculate the distance between the ego vehicle and the pilot vehicle, safety protection overspeed judgment, and speed planning starting point constraint, etc. As shown in Figure 2, the current train can use the ego vehicle positioning module to obtain the position information (x coordinate and y coordinate), speed information, acceleration information, and impact rate information of the ego vehicle (i.e., the current train); the control state information can be the current control state of the current train, and can include the actual gear position of the current train and the virtual coupling entry signal, and output the next control gear position and realize the safe entry of the virtual coupling state according to the current train's running state, etc. As shown in Figure 2, the current train can use the ego vehicle state module to obtain the actual gear position information and virtual coupling entry signal of the ego vehicle.

[0059] Correspondingly, the following vehicle information may also include the path information of the current running line. The path information of the current running line may be the global path information of the line on which the current train is currently running. For example, the path information of the current running line may include the position, curvature and slope of all path points on the current running line, which is used to calculate the slope resistance and curve resistance encountered by the current train during driving. As shown in Figure 2, the current train can use the line map module to obtain the position information (x coordinate and y coordinate), curvature information and slope information of all path points on the current running line. The following vehicle status information may also include the leading vehicle motion status information of the pilot vehicle corresponding to the current train. The leading vehicle motion status information may be the current motion status information of the pilot vehicle, and may include the current position information, speed information, acceleration information and impact rate information of the pilot vehicle; if the pilot vehicle is in automatic driving mode, the leading vehicle motion status information may also include the leading vehicle speed planning curve of the pilot vehicle to facilitate subsequent calculations; as shown in Figure 2, the current train may use the vehicle-to-vehicle communication module to obtain the position information (x-coordinate and y-coordinate), speed information, acceleration information and impact rate information of the leading vehicle (i.e., the pilot vehicle), as well as the leading vehicle planning trajectory (such as the leading vehicle speed planning curve) of the leading vehicle when in automatic driving mode.

[0060] Step 103: Based on the following train information and planning information, a speed planning model is used to obtain a local operating curve of the current train. The speed planning model includes a longitudinal dynamics model, constraints, and an objective function. The local operating curve includes an operating speed planning curve, a tracking interval planning curve, and / or an EBI (Emergency Brake Intervention Curve) speed protection curve. The operating speed planning curve includes a speed curve for the current train to the next platform.

[0061] It is understood that the local operating curve in this embodiment can be the operating curve of the current train running to the next platform. The local operating curve can include at least one of the operating speed planning curve, the tracking 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 can use the collaborative planning module to plan a local operating curve including the operating speed planning curve (reference speed), the tracking distance planning curve (target following distance), and the EBI speed protection curve (EBI speed). By using the local operating curve, the collaborative control module can control the current train according to the local operating curve to ensure that the current train can operate safely in the virtual coupling state.

[0062] The speed planning model in this embodiment can be a model for planning and generating the operating speed curve (i.e., the operating speed planning curve) of the virtual coupled following vehicle (i.e., the current train). The speed planning model can include the longitudinal dynamics model of the virtual coupled rail train and the objective function and constraints for collaborative planning, so that the processor can use the speed planning model to generate the operating speed planning curve of the current train in the train formation based on the current state information and planning information obtained from the current train, thereby realizing the planning of the operating speed of each rail train in the train formation. Accordingly, the speed planning model can also plan and generate the spacing curve with the lead vehicle (i.e., the tracking spacing planning curve) while planning and generating the operating speed planning curve of the current train.

[0063] Correspondingly, in this embodiment, the longitudinal dynamics model of the virtual coupled rail train can be obtained by longitudinal dynamics modeling. The specific content of the longitudinal dynamics model in the speed planning model in this embodiment can be set by the designer according to the practical scenario and user needs. For example, when the speed planning model can plan and generate the running speed planning curve and tracking interval planning curve of the current train, the longitudinal dynamics model uses a single particle model to describe the motion process and force conditions of the virtual coupled pilot car and the current train. The discrete state space equation description of the longitudinal dynamics model can include: s l(i+1) =s l(i) +v l(i) Δt, s f(i+1)=s f(i) +v f(i) Δt, v l(i+1) =v l(i) +a l(i) Δt, v f(i+1) =v f(i) +a f(i) Δt, a l(i+1) =a l(i) +j l(i) Δt, a f(i+1) =a f(i) +j f(i) Δt, ma l(i) =F tl(i) +F bl(i) -f vl(i) -f gl(i) -f cl(i) 、ma f(i) =F tf(i) +F bf(i) -f vf(i) -f gf(i) -f cf(i) and d f(i) =s l(i) -s f(i) ; where Δt is the discrete time interval, s l(i) 、v l(i) 、a l(i) and j l(i) are the position, velocity, acceleration and impact rate of the pilot vehicle at the i-th discrete time interval, s f(i) 、v f(i) 、a f(i) and j f(i) are the position, velocity, acceleration and impact rate of the current train at the i-th discrete time interval, d f(i) is the planned tracking distance of the current train relative to the pilot vehicle at the i-th discrete time interval, F tl(i) 、F bl(i) 、f vl(i) 、f gl(i) 、f cl(i) and are the traction, braking, basic resistance, slope resistance and curve resistance of the pilot vehicle at the i-th discrete time interval, respectively. tf(i) 、F bf(i) 、f vf(i) 、f gf(i) 、f cf(i)and are the traction, braking, basic resistance, slope resistance, and curve resistance experienced by the current train at the i-th discrete time interval, respectively, where i = 0, 1, 2, ..., n, where n is the number of discrete time intervals corresponding to the current train reaching the next platform. m is the mass of the rail train; in this embodiment, the mass of the pilot vehicle and the current train can be the same. In other embodiments, the longitudinal dynamic model is adjusted to use the masses of the pilot vehicle and the current train, respectively. The longitudinal dynamic model can use other methods to describe the motion and force conditions of the virtual coupled rail train, and this embodiment does not impose any restrictions on this.

[0064] Correspondingly, the specific content of the constraint conditions in the speed planning model in this embodiment can be set by the designer according to the practical scenario and user needs. For example, the constraint conditions may include initial state constraints, terminal state constraints and operating state constraints. The operating state constraints may include at least one of the operating state constraints including safe speed limit constraints, punctual time constraints, common line section time constraints, traffic light intersection time constraints, impact rate constraints and traction and braking capacity constraints; for example, the operating state constraints may include safe speed limit constraints, punctual time constraints, common line section time constraints, traffic light intersection time constraints, impact rate constraints and traction and braking capacity constraints.

[0065] The initial state constraint can be the initial state constraint of the speed planning of the current train at the current moment. For example, the initial state constraint can include s l(0) =s l0 、s f(0) =s f0 、v l(0) =0, v f(0) =0, a l(0) =a l0 、a f(0) =a f0 、j l(0) =j l0 、j f(0) =j f0 and d f(0) =d f0 ; Among them, s l0 、v l0 、a l0 and j l0 are the initial position, speed, acceleration and impact rate of the current train, i.e. the position information, speed information, acceleration information and impact rate information in the motion state information of the current train; s f0 、v f0 、a f0 and j f0are the initial position information, speed information, acceleration information and impact rate information of the pilot car, i.e. the position, speed, acceleration and impact rate of the leading car’s motion state information; d f0 It is the initial tracking distance of the current train to the lead vehicle, that is, the distance between the position information in the motion state information of the leading vehicle and the position information in the motion state information.

[0066] Correspondingly, the terminal state constraint can be the state constraint when the rail train travels to the next platform; in order to ensure that the rail train stops and stops completely when it travels to the next platform, the terminal state constraint can include s l(n) =s ln 、s f(n) =s fn 、v l(n) =v ln 、v f(n) =v fn 、a l(n) =a ln 、a f(n) =a fn 、j l(n) =j ln 、 j f(n) =j fn and d f(n) =d fn ; Among them, s ln 、v ln 、a ln and j ln are the terminal position, speed, acceleration and impact rate of the current train, such as the preset position, preset speed, preset acceleration and preset impact rate of the current train at the next platform as required by the operation in the line information or path information; s fn 、v fn 、a fn and j fn are the position, speed, acceleration and impact rate of the pilot vehicle at its termination, such as the preset position, speed, acceleration and impact rate of the pilot vehicle at the next station as required by the operation in the line information or path information; d fn is the tracking distance between the current train and the lead train. ln and v fn Both can be 0, that is, v l(n) =0 and v f(n) =0; that is, the termination speed of the current train and the pilot car can be 0, such as the speed of the current train and the pilot car at the corresponding preset position (ie, the stopping point) at the next platform can be 0.

[0067] The operating state constraints can be the constraints imposed on the train during its journey between stations, such as safety speed limit constraints, punctuality constraints, shared line section time constraints, traffic light intersection time constraints, impact rate constraints, and traction and braking capacity constraints. For example, from a safety perspective, during the current train operation, the speed cannot exceed the safety speed limit value, that is, the safety speed limit constraints in the operating state constraints can include 0≤v l(i) ≤v lm(i) and 0≤v f(i) ≤v fm(i) ; Among them, v lm(i) and v fm(i) are the preset speed limits of the current train and the pilot car at the i-th discrete time interval, such as the preset speed limits of the corresponding positions of the current running line in the safety protection information.

[0068] Correspondingly, this step may also include presetting the speed limit value v lm(i) and v fm(i) The acquisition process. For the preset speed limit value v lm(i) and v fm(i) The specific acquisition method can be set by the designer. For example, the processor of the current train can calculate the preset speed limit values ​​corresponding to the current train and the pilot car at various positions on the current running line according to the safety protection information and the formation information using the safety protection model. For example, based on the vehicle speed limit of the current train and the pilot car in the safety protection information, the speed limit of special sections (such as the exit section, the entrance section, the intersection, etc.), and the speed limit of curves and slopes and the length of the current train and / or the dynamic length of the formation (the minimum safe tracking distance changes with the formation speed) in the formation, the safety protection model is used to calculate the preset speed limit values ​​(such as the speed limit curve) corresponding to the current train and the pilot car in the train formation at various positions on the current running line.

[0069] Specifically, since the operating time information (such as the timetable in Figure 2) specifies the time when the train set arrives at the next platform, in order to ensure the on-time operation of the rail trains in the train set, the on-time time constraint in the operating state constraint may include |n*Δt-t f ∣≤Δt fm ; where t f is the time to arrive at the next platform in the operating time information, Δt fm That is, in this embodiment, the on-time target of arriving at the platform can be achieved by setting the on-time time constraint.

[0070] Correspondingly, the departure time determines the time it takes for a train set to pass through the shared line section. In order to ensure that the train set passes through the shared line section as quickly as possible and does not hinder the operation of track trains outside the subsequent train set, the shared line section time constraint in the operation state constraint can include t dep -tout ≤Δt om ; where t dep and t out are the moments when the train formation corresponding to the current train enters and completely leaves the shared track section, Δt om That is, in this embodiment, the setting of the running state constraint can achieve the time target of leaving the station as soon as possible for the shared track segment without hindering the operation of subsequent track trains outside the train set.

[0071] Among them, when the line information includes the location information of the traffic light intersections passed by the rail train (such as the smart rail train) during the journey (such as the starting position and the ending position), in order to ensure that the train formation can safely pass the traffic light intersection, the traffic light intersection time constraint in the operation state constraint may include t gstart ≤t l (s in ) and t gend ≥t f (s out ); where t l (s in ) is the starting position s of the pilot car at the traffic light intersection in The moment, t f (s out ) is the current train’s terminal position at the traffic light intersection s out The moment, t gstart and t gend They are the start time and end time corresponding to the green light phase of the traffic light intersection. For example, since the traffic light at the traffic light intersection determines the time when the train formation passes through the intersection, the processor can obtain the phase of the traffic light at the traffic light intersection (such as the green light phase); according to the green light phase and the length of the train formation, determine the time when the train formation corresponding to the current train enters the traffic light intersection (such as t l (s in )) and the time when the train set leaves the traffic light intersection (such as t f (s out )), such as using dynamic programming methods to determine whether to slow down and wait for the next green light, thereby determining the time when the train formation enters and leaves the traffic light intersection.

[0072] Accordingly, the ride comfort of a rail train can be measured by the impact rate to which the rail train is subjected. In order to ensure the ride comfort of the train formation, the impact rate constraint in the operating state constraint can include j l(i) ≤j max and j f(i) ≤j max ; Among them, j maxis a preset upper limit of the train impact rate; that is, in this embodiment, the setting of the impact rate constraint can achieve the goals of smoothness and comfort of train travel.

[0073] Accordingly, the traction or braking characteristics of the rail train determine the maximum traction or maximum braking force that the vehicle can exert. The traction and braking capacity constraints in the operating state constraints may include 0≤F tl(i) 、F tf(i) ≤F tmax 、F bmin ≤F bl(i) and F bf(i) ≤0; where j max is the preset upper limit of train impact rate, F tf(i) and F tf(i) are the traction forces on the current train and the pilot car at the i-th discrete time interval, F bf(i) and F bf(i) are the braking forces on the current train and the pilot car at the i-th discrete time interval, respectively, F tmax and F bmin They are the preset maximum traction force and the preset maximum braking force, F bmin Can be a negative value.

[0074] It should be noted that the specific content of the objective function in the speed planning model of this embodiment can be set by the designer according to the practical scenario and user needs. For example, the objective function may include the front and rear vehicle speed difference optimization objective function, the front and rear vehicle tracking distance optimization objective function, the energy saving objective function and the comfort objective function, so as to comprehensively consider the energy saving and riding comfort of the rail train. For example, the objective function can be Among them, ω v 、ω d 、ω t and ω j They are respectively the preset front and rear vehicle speed difference optimization weight, the preset front and rear vehicle tracking distance optimization weight, the preset energy saving weight and the preset comfort weight; this embodiment does not limit ω v 、ω d 、ω t and ω j The specific value of each weight can be adjusted by the designer or user according to actual needs to obtain a reference speed curve with different target preferences.

[0075] It can be understood that the specific method for the processor in this embodiment to obtain the local operating curve of the current train using the speed planning model based on the following vehicle information and planning information can be set by the designer. For example, the processor can use the speed planning model to generate the current operating speed planning curve and the current tracking interval planning curve of the current train based on the following vehicle information and planning information; generate the current EBI speed protection curve of the current train based on the current tracking interval planning curve, the safety protection condition constraints corresponding to the safety protection information and the target stopping point (such as the stopping point of the current train at the next platform); integrate the current operating speed planning curve, the current tracking interval planning curve and the current EBI speed protection curve to generate a local operating curve.

[0076] Accordingly, in order to ensure the accuracy of the acquired local operation curve, the processor in this embodiment can also verify the local operation curve to obtain a safe local operation curve. As shown in Figure 3, in this step, the processor can generate the current operation speed planning curve and the current tracking distance planning curve of the current train based on the following vehicle information and planning information using the speed planning model; based on the current tracking distance planning curve, the safety protection condition constraints corresponding to the safety protection information and the target parking point, generate the current EBI speed protection curve of the current train (such as the self-vehicle EBI speed curve in Figure 3); wherein, the safety protection condition constraints include safety speed limit constraints and safety distance constraints; based on the safety protection condition constraints, the current operation speed planning curve, the current EBI speed protection curve and the leading vehicle speed planning curve of the pilot vehicle, generate the current minimum safety tracking distance curve (such as The minimum safe tracking distance curve of the vehicle in Figure 3); using the current EBI speed protection curve and the current minimum safe tracking distance curve, the current operating speed planning curve and the current tracking distance planning curve are verified to obtain the current verification result; if the current verification result is verification failure, the safety protection condition constraint is adjusted, and the steps of generating the current operating speed planning curve and the current tracking distance planning curve of the current train using the speed planning model according to the following vehicle situation information and planning information are executed; if the current verification result is verification passed, the current operating speed planning curve, the current tracking distance planning curve and the current EBI speed protection curve are integrated to generate a local operating curve. In other words, when the current verification result is verification failure, the processor can adjust the safety protection condition constraint corresponding to the safety protection information in the planning information, such as v in the above-mentioned safety speed limit constraint. lm(i) and v fm(i) and / or safety distance constraints, so as to continue to use the adjusted safety protection condition constraints to generate the current running speed planning curve and the current tracking distance planning curve for the next iteration and continue to iterate.

[0077] Correspondingly, the specific method of generating the current running speed planning curve and the current tracking interval planning curve of the current train by using the speed planning model based on the following vehicle information and planning information, that is, the specific solution method of the speed planning model, can be set by the designer according to the practical scenario and user needs. For example, since the solution of the planning problem needs to be considered in steps, first, according to the status of the traffic light, a dynamic planning method is used to make a decision on the behavior of the vehicle passing through the traffic light intersection, and decide whether the vehicle slows down and waits for the next green light, or passes through the current green light, and tries to ensure that the vehicle does not stop when passing the traffic light intersection; then, the traffic light intersection travel time (such as the above t l (s in ) and t f (s out )); In this embodiment, the optimal control problem of the speed planning model can be converted into a QP (Quadratic Programming) problem to generate a speed planning curve; that is, in this embodiment, the processor can use a quadratic programming solver to solve the speed planning model according to the current state information and planning information of the current train to generate a speed planning curve for the current train.

[0078] For example, taking the convex optimization solver package CVXOPT (a convex optimization software package based on the Python programming language) in Python (a computer programming language) as an example, in this step, the processor can import the solver (matrix) from the CVXOPT library, such as using the following code:

[0079] from cvxopt import solvers,matrix;

[0080] Accordingly, the processor can perform mathematical transformation on the constraints and objective function in the speed planning model according to the standard form of quadratic programming, and obtain various items in the standard form, such as the Hessian matrix P and gradient matrix q corresponding to the objective function, as well as the inequality constraint coefficient matrix G and upper bound h corresponding to the constraints, and the coefficient matrix A and b matrix in the equality constraint; and use matrix() to perform matrix representation in the program. The specific code can be as follows: P = matrix (P); q = matrix (q); G = matrix (G); h = matrix (h); A = matrix (A); b = matrix (b);

[0081] Correspondingly, the processor can use the solvers.qp() function (an optimization function) to solve the QP problem and obtain the speed planning curve. For example, the specific code can use Sol=solvers.qp(P,q,G,h,A,b).

[0082] Among them, this embodiment does not limit the specific type of quadratic programming solver used by the processor. For example, the quadratic programming solver can be the quadratic programming solver in the above-mentioned CVXOPT library, or other quadratic programming solvers such as OSQP (Operator Splitting Quadratic Program, an open source quadratic programming problem solver) or QPOASES (a structured development effective set solver) can be used. This embodiment does not impose any restrictions on this.

[0083] It should be noted that, as shown in Figure 3, before step 103, the processor may determine whether the current speed of the current train (the current speed of the own train) and the current tracking distance (the current tracking distance of the own train) meet the safety protection condition constraints corresponding to the safety protection information. If they meet the safety protection condition constraints, it then determines whether the virtual coupling entry signal in the control state information has been received and the current tracking distance is less than the virtual coupling threshold. If so, the process proceeds to step 103. The current speed is the speed information in the motion state information, the current tracking distance is the distance between the position information in the motion state information of the leading train and the position information in the motion state information of the leading train. The safety protection condition constraints include the safe speed limit constraint and the safe distance constraint.

[0084] Correspondingly, for situations that do not meet the safety protection condition constraints, as shown in Figure 3, an emergency braking command can be triggered to brake the current train in time to ensure the safety of rail train operation; for example, the triggered emergency braking command is sent to the collaborative control module shown in Figure 2, and the collaborative control module is used to control the current train to brake. For situations where the virtual coupling entry signal is not received or the current tracking distance is not less than the virtual coupling threshold, the process can be directly terminated as shown in Figure 3; or when the current tracking distance is not less than the virtual coupling threshold, the speed of the current train can be increased to shorten the distance between the current train and the lead car. This embodiment does not impose any restrictions on this.

[0085] In this embodiment, the embodiment of the present invention obtains the local operating curve of the current train by using the speed planning model based on the following vehicle information and planning information. It can use the constructed longitudinal dynamic model of the rail train and the objective function and constraints of the collaborative planning to plan and generate the operating status of each following vehicle in the train formation, realize the distributed planning and control of the train formation, effectively reduce the computing load of a single vehicle, and at the same time reduce the requirements for the real-time and safety of communication between trains, thereby reducing the cost of the rail train.

[0086] Corresponding to the above method embodiment, an embodiment of the present invention further provides an operation planning device for a rail train. The operation planning device for a rail train described below and the operation planning method for a rail train described above can refer to each other.

[0087] Please refer to Figure 4, which is a structural block diagram of a rail train operation planning device provided by an embodiment of the present invention. The device may include:

[0088] The information acquisition module 10 is used to obtain the planning information of the train formation; wherein the planning information includes line information, operation time information, formation information and safety protection information;

[0089] The situation acquisition module 20 is used to obtain the following vehicle situation information of the current train in the train formation; wherein the following vehicle situation information includes the motion state information and control state information of the current train, the path information of the current running line, and the motion state information of the preceding vehicle of the lead vehicle corresponding to the current train. The current train is any following vehicle in the train formation that is virtually coupled, and the lead vehicle is the track vehicle preceding the current train in the direction of travel.

[0090] The collaborative planning module 30 is used to obtain the local operating curve of the current train using the speed planning model based on the following vehicle information and planning information; wherein the speed planning model includes a longitudinal dynamic model, constraints and an objective function, the local operating curve includes an operating speed planning curve, a tracking interval planning curve and / or an EBI speed protection curve, and the operating speed planning curve includes the speed curve of the current train traveling to the next platform.

[0091] In some embodiments, the collaborative planning module 30 may include:

[0092] The planning generation submodule is used to generate the current running speed planning curve and the current tracking distance planning curve of the current train based on the following train information and planning information using the speed planning model;

[0093] The first curve generation submodule is used to generate the current EBI speed protection curve of the current train based on the current tracking interval planning curve, the safety protection condition constraints corresponding to the safety protection information, and the target stopping point; wherein the safety protection condition constraints include a safe speed limit constraint and a safe interval constraint;

[0094] The second curve generation submodule is used to generate the current minimum safe tracking distance curve based on the safety protection condition constraints, the current operating speed planning curve, the current EBI speed protection curve and the leading vehicle speed planning curve;

[0095] The verification submodule is used to verify the current operating speed planning curve and the current tracking interval planning curve using the current EBI speed protection curve and the current minimum safe tracking interval curve to obtain the current verification result;

[0096] The adjustment submodule is used to adjust the safety protection condition constraints if the current verification result is verification failure, and send a start signal to the plan generation submodule;

[0097] The integration submodule is used to integrate the current operating speed planning curve, the current tracking interval planning curve and the current EBI speed protection curve to generate a local operating curve if the current verification result is passed.

[0098] In some embodiments, the planning generation submodule can be specifically used to solve the speed planning model using a quadratic planning solver based on the current state information and planning information of the current train, and generate the current running speed planning curve and the current tracking distance planning curve of the current train.

[0099] In some embodiments, the discrete state equations of the longitudinal dynamics model include: l(i+1) =s l(i) +v l(i) Δt, s f(i+1) =s f(i) +v f(i) Δt, v l(i+1) =v l(i) +a l(i) Δt, v f(i+1) =v f(i) +a f(i) Δt, a l(i+1) =a l(i) +j l(i) Δt, a f(i+1) =a f(i) +j f(i) Δt, ma l(i) =F tl(i) +F bl(i) -f vl(i) -f gl(i) -f cl(i) 、ma f(i) =F tf(i) +F bf(i) -f vf(i) -f gf(i) -f cf(i) and d f(i) =s l(i) -s f(i) ; where Δt is the discrete time interval, s l(i) 、v l(i) 、a l(i) and j l(i) are the position, velocity, acceleration and impact rate of the pilot vehicle at the i-th discrete time interval, s f(i) 、v f(i) 、a f(i) and j f(i)are the position, velocity, acceleration and impact rate of the current train at the i-th discrete time interval, d f(i) is the planned tracking distance of the current train relative to the pilot vehicle at the i-th discrete time interval, F tl(i) 、F bl(i) 、f vl(i) 、f gl(i) 、f cl(i) and are the traction, braking, basic resistance, slope resistance and curve resistance of the pilot vehicle at the i-th discrete time interval, respectively. tf(i) 、F bf(i) 、f vf(i) 、f gf(i) 、f cf(i) and are the traction force, braking force, basic resistance, slope resistance and curve resistance of the current train in the i-th discrete time interval, m is the mass of the track train, i = 0, 1, 2, ..., n, and n is the number of discrete time intervals corresponding to the current train reaching the next platform.

[0100] In some embodiments, the constraints include initial state constraints, terminal state constraints, and operating state constraints, and the operating state constraints include at least one of a safe speed limit constraint, a punctual time constraint, a common line section time constraint, a traffic light intersection time constraint, an impact rate constraint, and a traction and braking capacity constraint.

[0101] In some embodiments, the initial state constraints include s l(0) =s l0 、s f(0) =s f0 、v l(0) =v l0 、v f(0) =v f0 、a l(0) =a l0 、a f(0) =a f0 、j l(0) =j l0 、j f(0) =j f0 and d f(0) =d f0 ; The terminal state constraints include s l(n) =s ln 、s f(n) =s fn 、v l(n) =0, v f(n) =0, a l(n) =a ln 、a f(n) =a fn 、j l(n) =j ln 、j f(n) =jfn and d f(n) =d fn ; Among them, s l0 、v l0 、a l0 and j l0 are the initial position, velocity, acceleration and impact rate of the current train, s f0 、v f0 、a f0 and j f0 are the initial position, velocity, acceleration and impact rate of the pilot vehicle, d f0 is the initial tracking distance between the current train and the pilot vehicle; s ln 、v ln 、a ln and j ln are the current train termination position, acceleration and impact rate, s fn 、v fn 、a fn and j fn are the position, acceleration and impact rate of the pilot vehicle at the end, d fn It is the tracking distance between the current train and the lead train.

[0102] In some embodiments, when the operating state constraint includes a safe speed limit constraint, the safe speed limit constraint includes 0≤v l(i) ≤v lm(i) and 0≤v f(i) ≤v fm(i) ; Among them, v lm(i) and v fm(i) are the preset speed limits of the current train and the pilot car at the i-th discrete time interval respectively.

[0103] In some embodiments, when the operating state constraint includes a traffic light intersection time constraint, the traffic light intersection time constraint includes t gstart ≤t l (s in ) and t gend ≥t f (s out ); where t l (s in ) is the starting position s of the pilot car at the traffic light intersection in The moment, t f (s out ) is the current train’s terminal position at the traffic light intersection s out The moment, t gstart and t gend They are the starting time and ending time corresponding to the green light phase at the traffic light intersection.

[0104] In some embodiments, when the operating state constraint includes an on-time constraint, a common line section time constraint, an impact rate constraint, and a traction braking capacity constraint, the on-time constraint includes |n*Δt-t f ∣≤Δt fm , the time constraints of the shared line section include t dep -t out ≤Δt om , the impact rate constraints include j l(i) ≤j max and j f(i) ≤j max , the traction and braking capacity constraints include 0≤F tl(i) 、F tf(i) ≤F tmax 、F bmin ≤F bl(i) and F bf(i) ≤0; where t f is the time to arrive at the next platform in the operating time information, Δt fm is the preset allowable punctuality error, t dep and t out are the moments when the train formation corresponding to the current train enters and completely leaves the shared track section, Δt om is the preset maximum departure time of the marshaling group, j max is the preset upper limit of train impact rate, F tf(i) and F tf(i) are the traction forces on the current train and the pilot car at the i-th discrete time interval, F bf(i) and F bf(i) are the braking forces on the current train and the pilot car at the i-th discrete time interval, respectively, F tmax and F bmin They are the preset maximum traction force and the preset maximum braking force respectively.

[0105] In some embodiments, the objective function includes a front and rear vehicle speed difference optimization objective function, a front and rear vehicle tracking distance optimization objective function, an energy saving objective function, and a comfort objective function.

[0106] In some embodiments, the objective function is Among them, ω v 、ω d 、ω t and ω j They are respectively the preset front and rear vehicle speed difference optimization weight, the preset front and rear vehicle tracking distance optimization weight, the preset energy saving weight and the preset comfort weight.

[0107] In some embodiments, the apparatus may further comprise:

[0108] A constraint judgment module is used to determine whether the current speed and current tracking distance of the current train meet the safety protection condition constraints corresponding to the safety protection information; the current speed is the speed information in the motion state information, the current tracking distance is the distance between the position information in the motion state information of the preceding vehicle and the position information in the motion state information, and the safety protection condition constraints include a safe speed limit constraint and a safe distance constraint;

[0109] The virtual linkage judgment module is used to determine whether the virtual linkage entry signal in the control status information is received and the current tracking distance is less than the virtual linkage threshold if the safety protection condition constraints are met; if so, a start signal is sent to the collaborative planning module.

[0110] In this embodiment, the embodiment of the present invention obtains the local operation curve of the current train through the collaborative planning module 30 by using the speed planning model based on the following vehicle information and planning information. It can use the constructed longitudinal dynamic model of the rail train and the objective function and constraints of the collaborative planning to plan and generate the operating status of each following vehicle in the train formation, realize the distributed planning and control of the train formation, effectively reduce the computing load of a single vehicle, and at the same time reduce the requirements for the real-time and safety of communication between trains, thereby reducing the cost of the rail train.

[0111] Corresponding to the above method embodiment, an embodiment of the present invention further provides an electronic device. The electronic device described below and the rail vehicle operation planning method described above can refer to each other.

[0112] Please refer to Figure 5, which is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. The electronic device may include:

[0113] Memory D1, for storing computer programs;

[0114] The processor D2 is configured to implement the steps of the rail train operation planning method provided by the above method embodiment when executing a computer program.

[0115] Specifically, the electronic device provided in this embodiment can be an electronic device installed on a rail train (such as a smart rail train), or it can be a server wirelessly connected to the rail train.

[0116] Corresponding to the above electronic device embodiment, an embodiment of the present invention further provides a rail train. The rail train described below and the electronic device described above can refer to each other.

[0117] A rail vehicle includes: the electronic device provided in the above embodiment.

[0118] Among them, the rail train provided in this embodiment can be a smart rail train.

[0119] Corresponding to the above method embodiment, an embodiment of the present invention further provides a computer-readable storage medium. The computer-readable storage medium described below and the rail train operation planning method described above can be referred to in correspondence with each other.

[0120] An embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the rail train operation planning method provided in the above method embodiment are implemented.

[0121] The computer-readable storage medium may be a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc., which can store program codes.

[0122] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Reference can be made to the common and similar parts between the various embodiments. The devices, electronic devices, rail vehicles, and computer-readable storage media disclosed in the embodiments are described briefly because they correspond to the methods disclosed in the embodiments. For relevant details, refer to the description of the methods.

[0123] The above is a detailed introduction to the operation planning method, device, electronic device, rail train and computer-readable storage medium of a rail train provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, the present invention can also be improved and modified in several ways, 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 a rail train, characterized in that: include: Acquire planning information of train formation; wherein the planning information includes line information, operation time information, formation information and safety protection information; Acquire the following vehicle information of the current train in the train formation; wherein the following vehicle information includes the motion state information and control state information of the current train, the path information of the current running line and the preceding vehicle motion state information of the leading vehicle corresponding to the current train, the current train is any following vehicle virtually coupled in the train formation, and the leading vehicle is the preceding track train of the current train in the running direction; According to the following vehicle information and the planning information, a speed planning model is used to obtain a local operating curve of the current train; wherein the speed planning model includes a longitudinal dynamic model, constraints and an objective function, the local operating curve includes an operating speed planning curve, a tracking interval planning curve and / or an emergency braking trigger curve EBI speed protection curve, and the operating speed planning curve includes a speed curve of the current train traveling to the next platform.

2. The rail train operation planning method according to claim 1, characterized in that: The method of obtaining a local operation curve of the current train by using a speed planning model according to the following train situation information and the planning information includes: According to the following train information and the planning information, using the speed planning model, a current running speed planning curve and a current tracking interval planning curve of the current train are generated; Generate a current EBI speed protection curve of the current train according to the current tracking interval planning curve, the safety protection condition constraints corresponding to the safety protection information and the target stopping point; wherein the safety protection condition constraints include safety speed limit constraints and safety interval constraints; Generate a current minimum safety tracking distance curve according to the safety protection condition constraint, the current operating speed planning curve, the current EBI speed protection curve and the preceding vehicle speed planning curve of the pilot vehicle; Use the current EBI speed protection curve and the current minimum safe tracking distance curve to verify the current operating speed planning curve and the current tracking distance planning curve to obtain the current verification result; If the current verification result is that the verification fails, the safety protection condition constraint is adjusted, and the following vehicle information and the planning information are used to perform the speed planning model. Type, steps of generating a current running speed planning curve and a current tracking spacing planning curve of a current train; If the current verification result is that the verification is passed, the current operating speed planning curve, the current tracking distance planning curve and the current EBI speed protection curve are integrated to generate the local operating curve.

3. The operation planning method of a rail train according to claim 2, characterized in that: The method of generating a current running speed planning curve and a current tracking interval planning curve of a current train by using the speed planning model according to the following vehicle situation information and the planning information includes: According to the current state information of the current train and the planning information, the speed planning model is solved by using a quadratic planning solver to generate a current running speed planning curve and a current tracking interval planning curve of the current train.

4. The rail train operation planning method according to claim 1, characterized in that: The discrete state equations of the longitudinal dynamics model include: l(i+1) =s l(i) +v l(i) Δt,s f(i+1) =s f(i) +v f(i) Δt, v l(i+1) =v l(i) +a l(i) Δt, v f(i+1) =v f(i) +a f(i) Δt, a l(i+1) =a l(i) +j l(i) Δt, a f(i+1) =a f(i) +j f(i) Δt、ma l(i) =F tl(i) +F bl(i) -f vl(i) -f gl(i) -f cl(i) 、ma f(i) =F tf(i) +F bf(i) -f vf(i) -f gf(i) -f cf(i) and d f(i) =s l(i) -s f(i) ; where Δt is the discrete time interval, s l(i) 、v l(i) 、a l(i) and j l(i) are the position, velocity, acceleration and impact rate of the pilot vehicle at the i-th discrete time interval, s f(i) 、v f(i) 、a f(i) and j f(i) are the position, velocity, acceleration and impact rate of the current train at the i-th discrete time interval, d f(i) is the planned tracking distance of the current train relative to the pilot vehicle at the i-th discrete time interval, F tl(i) 、F bl(i) 、f vl(i) 、f gl(i) 、f cl(i) and are the traction, braking force, basic resistance, slope resistance and curve resistance of the pilot vehicle at the i-th discrete time interval, respectively. tf(i) 、F bf(i) 、f vf(i) 、f gf(i) 、f cf(i) and are the traction, braking force, basic resistance, slope resistance and curve resistance of the current train in the i-th discrete time interval, m is the mass of the track train, i = 0, 1, 2, ..., n, n is the number of discrete time intervals corresponding to the current train reaching the next platform.

5. The rail train operation planning method according to claim 4, characterized in that: The constraint conditions include initial state constraints, terminal state constraints and operating state constraints, and the operating state constraints include at least one of safe speed limit constraints, punctual time constraints, shared line section time constraints, traffic light intersection time constraints, impact rate constraints and traction braking capacity constraints.

6. The rail train operation planning method according to claim 5, characterized in that: The initial state constraints include s l(0) =s l0 、s f(0) =s f0 、v l(0) =v l0 、v f(0) =v f0 、a l(0) =a l0 、a f(0) =a f0 、j l(0) =j l0 、j f(0) =j f0 and d f(0) =d f0 ; The termination state constraints include s l(n) =s ln 、s f(n) =s fn 、v l(n) =0, v f(n) =0, a l(n) =a ln 、a f(n) =a fn 、j l(n) =j ln 、j f(n) =j fn and d f(n) =d fn ; Among them, s l0 、v l0 、a l0 and j l0 are the initial position, speed, acceleration and impact rate of the current train, s f0 、v f0 、a f0 and j f0 are the initial position, velocity, acceleration and impact rate of the pilot vehicle, d f0 is the initial tracking distance of the current train to the pilot vehicle; s ln 、a ln and j ln are the current train termination position, acceleration and impact rate, s fn 、a fn and j fn are the position, acceleration and impact rate of the pilot vehicle at the end, d fn It is the tracking distance at which the current train terminates the lead vehicle.

7. The rail train operation planning method according to claim 5, characterized in that: When the operating state constraint includes the safe speed limit constraint, the safe speed limit constraint includes 0≤v l(i) ≤v lm(i) and 0≤v f(i) ≤v fm(i) ; Among them, v lm(i) and v fm(i) are respectively the preset speed limits of the current train and the pilot vehicle in the i-th discrete time interval.

8. The rail train operation planning method according to claim 5, characterized in that: When the operating state constraint includes the traffic light intersection time constraint, the traffic light intersection time constraint includes t gstart ≤t l (s in ) and t gend ≥t f (s out ), where t l (s in ) is the starting position s of the pilot vehicle at the traffic light intersection in The moment, t f (s out ) is the current train’s terminal position at the traffic light intersection out The moment, t gstart and t gend They are respectively the starting time and the ending time corresponding to the green light phase at the traffic light intersection.

9. The rail train operation planning method according to claim 5, characterized in that: When the operating state constraint includes the punctual time constraint, the common line section time constraint, the impact rate constraint and the traction braking capacity constraint, the punctual time constraint includes |n*Δt-t f ∣≤Δt fm , the time constraints of the common line section include t dep -t out ≤Δt om , the impact rate constraint includes j l(i) ≤j max and j f(i) ≤j max , the traction braking capacity constraints include 0≤F tl(i) 、F tf(i) ≤F tmax 、F bmin ≤F bl(i) and F bf(i) ≤0; where t f is the time to arrive at the next platform in the operation time information, Δt fm is the preset allowable punctuality error, t dep and t out are the times when the train formation corresponding to the current train enters and completely leaves the shared track section, Δt om is the preset maximum departure time of the marshaling group, j max is the preset upper limit of train impact rate, F tf(i) and F tf(i) are the traction forces on the current train and the pilot vehicle at the i-th discrete time interval, respectively, bf(i) and F bf(i) are the braking forces on the current train and the pilot car at the i-th discrete time interval, respectively, tmax and F bmin They are the preset maximum traction force and the preset maximum braking force respectively.

10. The rail train operation planning method according to claim 4, characterized in that: The objective functions include an optimization objective function for the speed difference between front and rear vehicles, an optimization objective function for the tracking distance between front and rear vehicles, an energy-saving objective function, and a comfort objective function.

11. The rail train operation planning method according to claim 10, characterized in that: The objective function is Among them, ω v ,ω d ,ω t and ω j They are respectively the preset front and rear vehicle speed difference optimization weight, the preset front and rear vehicle tracking distance optimization weight, the preset energy saving weight and the preset comfort weight.

12. The rail train operation planning method according to any one of claims 1 to 11, characterized in that: Before obtaining the local running curve of the current train by using the speed planning model according to the following train situation information and the planning information, the method further includes: Determine whether the current speed and current tracking distance of the current train meet the safety protection condition constraints corresponding to the safety protection information; wherein the current speed is the speed information in the motion state information, the current tracking distance is the distance between the position information in the motion state information of the preceding vehicle and the position information of the motion state information, and the safety protection condition constraints include a safety speed limit constraint and a safety distance constraint; If the safety protection condition constraint is met, determining whether a virtual linkage entry signal in the control state information is received and the current tracking distance is less than a virtual linkage threshold; If so, the step of obtaining the local operation curve of the current train by using the speed planning model according to the following vehicle information and the planning information is executed.

13. A rail train operation planning device, characterized in that: include: An information acquisition module is used to acquire planning information of train formation; wherein the planning information includes line information, operation time information, formation information and safety protection information; A situation acquisition module, used to acquire the following vehicle situation information of the current train in the train formation; wherein the following vehicle situation information includes the motion state information and control state information of the current train, the path information of the current running line and the preceding vehicle motion state information of the leading vehicle corresponding to the current train, the current train is any following vehicle virtually coupled in the train formation, and the leading vehicle is the preceding track train of the current train in the running direction; A collaborative planning module is used to obtain a local operating curve of the current train using a speed planning model based on the following vehicle information and the planning information; wherein the speed planning model includes a longitudinal dynamics model, constraints and an objective function, the local operating curve includes an operating speed planning curve, a tracking interval planning curve and / or an emergency braking trigger curve EBI speed protection curve, and the operating speed planning curve includes a speed curve of the current train traveling to the next platform.

14. An electronic device, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the steps of the rail train operation planning method as described in any one of claims 1 to 12 when executing the computer program.

15. A rail train, characterized in that: include: The electronic device as claimed in claim 14.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the rail train operation planning method according to any one of claims 1 to 12 are implemented.

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