Locomotive assisted driving curve calculation method and system

Abstract

Disclosed in the present invention are a locomotive assisted driving curve calculation method and system. The method comprises: first, determining a first continuous driving curve; then, acquiring a target point to be inserted in a corresponding operation scene within a certain distance in front of a train and corresponding target point information; then, comparing a target speed of said target point with a first curve speed corresponding to a target position on the first continuous driving curve to determine whether to add said target point; if said target point is added, acquiring a first intersection point and a second intersection point of a curve segment where the target point is located after insertion and the first continuous driving curve; and adding to the first continuous driving curve said target point, the first intersection point, and the second intersection point that are to be added, to generate a locomotive assisted driving curve. The described method can make up for the deficiency that in an LKJ curve, a special scene cannot be considered, thereby effectively improving the driving safety of a locomotive driver.

Description

A method and system for calculating locomotive assisted driving curves Technical Field

[0001] This invention belongs to the field of rail transit technology, and specifically relates to a method and system for calculating locomotive auxiliary driving curves. Background Technology

[0002] Currently, locomotive drivers adjust train speed in real time based on actual conditions to ensure normal operation. This requires not only extensive driving experience and keen observation but also advanced driver assistance technologies to improve accuracy and efficiency. Locomotives operate on complex tracks, primarily relying on LKJ (Train Operation Monitoring) curves for safety. While LKJ curves provide basic speed limit guidance, they have significant limitations. Specifically, they focus on setting speed limits but lack sufficient consideration for special scenarios such as phase separation zones and long downhill slopes. For instance, phase separation zones are special areas on railway lines, requiring electrical switching to ensure smooth and safe passage. Long downhill slopes are another typical complex scenario involving braking, especially when air brakes are applied, demanding high levels of driver skill and experience. However, existing LKJ curves offer relatively weak guidance in these special scenarios, failing to provide sufficient support and assistance to drivers. Therefore, in practical applications, the LKJ curve cannot meet the needs of drivers in complex route scenarios, nor can it fully play its due role in assisting driving. Summary of the Invention

[0003] To address the aforementioned problems, this invention provides a method and system for calculating locomotive assisted driving curves. This method and system are highly adaptable, safe, and reliable.

[0004] The purpose of this invention is to provide a method for calculating locomotive assisted driving curves, including:

[0005] Determine the first continuous driving curve;

[0006] The system acquires the target point to be inserted and its corresponding target point information in the corresponding operating scenario within a certain distance ahead of the train. The target point information includes the target position, target speed, expected deceleration upon reaching the target point, and expected acceleration upon reaching the next curve segment.

[0007] Compare the target velocity of the target point to be inserted with the first curve velocity corresponding to the target position on the first continuous driving curve to determine whether to add the target point to be inserted.

[0008] If a target point to be inserted is added, obtain the first and second intersection points of the curve segment where the target point is located after insertion with the first continuous driving curve;

[0009] Add the target point to be inserted, the first intersection point, and the second intersection point to the first continuous driving curve to generate the locomotive assisted driving curve.

[0010] Furthermore, determining the first continuous driving curve includes,

[0011] Obtain track information within a certain distance ahead of the train and plan a first speed-limited curve. The track information includes the train's operating phase and the train's first operating information within that phase.

[0012] Obtain the following second operational information for the train:

[0013] The train's current speed, and the train's expected acceleration or deceleration during different operating phases;

[0014] Based on the acquired line information and second operation information, the curve intersection points are determined using forward and / or reverse calculation methods.

[0015] Based on the first speed limit curve, connect the intersection points of the curves to form the first continuous driving curve.

[0016] Furthermore, the train's operation phases include static speed limits, temporary speed limits, and interval running time;

[0017] The initial operational information of a train during its operation phase includes its starting position, speed limit, and speed limit distance.

[0018] Furthermore, the target velocity of the target point to be inserted is compared with the first curve velocity corresponding to the target position on the first continuous driving curve to determine whether to add the target point to be inserted.

[0019] Determine whether the speed of the first curve is greater than the target speed. If the speed of the first curve is greater than the target speed, a target point needs to be added; otherwise, maintain the existing first continuous driving curve.

[0020] Furthermore, if a target point to be inserted is added, the first and second intersection points of the curve segment containing the inserted target point with the first continuous driving curve are obtained, including:

[0021] On the first continuous driving curve, search forward from the curve segment index where the target position is located to find the first index curve segment. The first index curve segment satisfies that the deceleration from its starting position to the target position is greater than the expected deceleration b_acc.

[0022] On the first continuous driving curve, search backward from the curve segment index where the target position is located to find the second index curve segment. The second index curve segment satisfies that the acceleration from its starting position to the target position is less than the expected acceleration a_acc.

[0023] Furthermore, it also includes calculating the position points (b_pos, b_v) of the first intersection point and the position points (a_pos, a_v) of the second intersection point, wherein calculating the position points (b_pos, b_v) of the first intersection point includes:

[0024] Obtain the starting position information (temp1_pos, temp1_v) of the first index curve segment and the acceleration temp1_acc of the curve segment where the first intersection point is located;

[0025] Based on the target point information, the starting position information (temp1_pos, temp1_v) of the first index curve segment, and the acceleration temp1_acc of the curve segment where the first intersection point is located, calculate the position point (b_pos, b_v) of the first intersection point: b_pos = (target_v 2 -temp1_v 2 -2*b_acc*target_pos+2*temp1_acc*temp1_p os) / (2*(temp1_acc-b_acc)) b_v=(target_v 2 -2*b_acc*(target_pos-b_pos)) 1 / 2

[0026] Calculating the position (a_pos, a_v) of the second intersection point includes:

[0027] Obtain the starting position information (temp1_pos, temp1_v) of the second index curve segment and the acceleration temp1_acc of the curve segment where the second intersection point is located;

[0028] Based on the target point information, the starting position information (temp2_pos, temp2_v) of the second index curve segment, and the acceleration temp2_acc of the curve segment where the second intersection point is located, calculate the position point (a_pos, a_v) of the second intersection point: a_pos = (target_v 2 -temp2_v 2 -2*a_acc*target_pos+2*temp2_acc*temp2_p os) / (2*(temp2_acc-a_acc)) a_v=(target_v 2 -2*a_acc*(target_pos-a_pos)) 1 / 2

[0029] Where target_v is the target velocity of the target point, and target_pos is the target position of the target point.

[0030] Furthermore, the operating scenarios include parking points, transitional phase zones, long downhill slopes, and / or ATP target speed and target location.

[0031] Furthermore, when the corresponding operating scenario includes a stopping point within a certain distance ahead of the train, the target point is the stopping point. The stopping point information is obtained, and the target position in the stopping point information is the stopping position, the target speed is 0, the expected deceleration to reach the stopping point is the stopping deceleration, and the expected acceleration from the stopping point to the next curve segment is 0.

[0032] Furthermore, when the corresponding operating scenario within a certain distance ahead of the train includes a phase-crossing region, the target point in the phase-crossing region includes the starting and ending positions of the phase-crossing point. The acquisition of the starting position information includes...

[0033] The target position in the phase splitting region start position information is gfx_pos, and the phase splitting region length is gfx_len;

[0034] Determine whether the train's current position is within the phase-separation zone. If the train's current position is not within the phase-separation zone, then...

[0035] Based on the target position gfx_pos, the expected deceleration to reach the starting position of the phase splitting region is gfx_b_start_bcc, and the expected acceleration from the starting position of the phase splitting region to the next curve segment is gfx_a_start_acc.

[0036] Obtain the starting position of the phase split zone on the first continuous driving curve corresponding to the starting position of the operating stage, and calculate the distance between the starting position of the phase split zone gfx_pos and the obtained starting position of the operating stage.

[0037] Based on the speed limit information, expected acceleration information, and calculated distance of the running stage corresponding to the starting position of the phase split obtained on the first continuous driving curve, the target speed at the starting position of the phase split is obtained as v_gfx;

[0038] If the train's current position is within the phase-separation zone, the target position in the starting position information is the current position gfx_pos, the target speed is the current speed v, the expected deceleration upon reaching the starting position of the phase-separation zone is 0, and the expected acceleration from the starting position of the phase-separation zone to the next curve segment is gfx_a_start_acc.

[0039] Furthermore, obtaining the destination location information includes,

[0040] Determine whether the train's current position is within the phase-break zone. If it is not within the phase-break zone, the target position in the endpoint position information is gfx_end_pos, the target speed is v_gfx, the expected deceleration upon reaching the endpoint position of the phase-break zone is 0, and the expected acceleration from the endpoint position of the phase-break zone to the next curve segment is gfx_a_end_acc.

[0041] If within the phase-separation region, the endpoint position of the phase-separation region is gfx_end_pos, the target velocity is the current velocity v, the expected deceleration upon reaching the endpoint position of the phase-separation region is 0, and the expected acceleration from the endpoint position of the phase-separation region to the next curve segment is gfx_a_end_acc.

[0042] Furthermore, when the corresponding operating scenario within a certain distance ahead of the train includes a long downhill slope, the acquisition of target point information within the long downhill slope includes...

[0043] First, calculate the position of the longest downhill slope closest to the train, ramp_start_pos;

[0044] To obtain the speed ramp_v when air braking is applied on a long downhill slope: ramp_v = coast_v - Δv

[0045] Where ramp_v is the target speed, coast_v is the speed on the curve segment where the long downhill section is located, and Δv is the speed threshold, which satisfies: Δv=(acc 电制动最大加速度 *4 / 7-ramp)*(t 充风时间 +t 制动撤销延时 +t 制动施加延时 )

[0046] Where ramp is the gradient corresponding to the current train location, and acc 电制动最大加速度 = F maximum electric braking / W;

[0047] Calculate the travel distance based on ramp_v, coast_v, and air brake deceleration target_acc: dis = (ramp_v) / (coast_v) 2 -coast_v 2 ) / 2 / target_acc

[0048] The target position for a long downhill slope is ramp_pos = ramp_start_pos + dis;

[0049] The expected deceleration to reach the target point on the long downhill slope is the air braking deceleration target_acc, and the expected acceleration from the target point on the long downhill slope to the next curve segment is ramp_a_acc.

[0050] Another object of the present invention is to provide a locomotive assisted driving curve calculation system, comprising,

[0051] The determination module is used to determine the first continuous driving curve;

[0052] The acquisition module is used to acquire the target point to be inserted and the corresponding target point information in the corresponding running scene within a certain distance in front of the train. The target point information includes the target position, target speed, expected deceleration upon reaching the target point, and expected acceleration upon reaching the next curve segment.

[0053] The judgment module is used to compare the target velocity of the target point to be inserted with the first curve velocity corresponding to the target position on the first continuous driving curve, and to determine whether to add the target point to be inserted.

[0054] The calculation module is used to obtain the first and second intersection points of the curve segment where the target point is located after insertion and the first continuous driving curve, if a target point is added to be inserted.

[0055] The generation module is used to add the target point to be inserted, the first intersection point, and the second intersection point to the first continuous driving curve, generating the locomotive auxiliary driving curve. The above-described method of the present invention can cover the entire locomotive driving process, providing prompts and guidance to the driver. By adding target points of the operating scenarios during train operation to the auxiliary driving curve, it can compensate for the shortcomings of the LKJ curve in not considering special scenarios, effectively improving the driving safety of locomotive drivers. It also lays a solid foundation for the intelligent and automated development of the railway industry.

[0056] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0057] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 shows a schematic flowchart of a locomotive assisted driving curve calculation method according to an embodiment of the present invention;

[0059] Figure 2 shows a schematic diagram of the first speed limit curve in an embodiment of the present invention;

[0060] Figure 3 shows a schematic diagram of the first continuous driving curve in an embodiment of the present invention;

[0061] Figure 4 shows a schematic diagram illustrating the relationship between the positions of the first intersection point and the second intersection point in an embodiment of the present invention;

[0062] Figure 5 shows a schematic diagram of the locomotive assisted driving curve after adding parking points in an embodiment of the present invention;

[0063] Figure 6 shows a schematic diagram of the locomotive assisted driving curve after adding parking points and over-phase target points in an embodiment of the present invention;

[0064] Figure 7 shows a schematic diagram of the locomotive assisted driving curve after adding parking points, cross-phase target points and long downhill target points in an embodiment of the present invention.

[0065] Figure 8 shows a schematic diagram of a locomotive assisted driving curve in an embodiment of the present invention;

[0066] Figure 9 shows a schematic diagram of a locomotive assisted driving curve calculation system according to an embodiment of the present invention. Detailed Implementation

[0067] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0068] As shown in Figure 1, this embodiment of the invention introduces a method for calculating a locomotive assisted driving curve. The calculation method includes: first, determining a first continuous driving curve; second, acquiring the target point to be inserted and its corresponding target point information within a certain distance ahead of the train in the corresponding operating scenario, wherein the target point information includes the target position, target speed, expected deceleration upon reaching the target point, and expected acceleration upon reaching the next curve segment; then, comparing the target speed of the target point to be inserted with the first curve speed corresponding to the target position on the first continuous driving curve to determine whether to add the target point to be inserted; then, if the target point to be inserted is added, acquiring the first and second intersection points of the curve segment where the target point is inserted with the first continuous driving curve; finally, adding the target point to be inserted, the first intersection point, and the second intersection point to the first continuous driving curve to generate the locomotive assisted driving curve. This method can cover the entire locomotive driving process, providing prompts and guidance to the driver. By adding the target points of the operating scenario during train operation to the assisted driving curve, it can compensate for the inability of the LKJ curve to consider special scenarios, effectively improving the driving safety of the locomotive driver. This also lays a solid foundation for the intelligent and automated development of the railway industry.

[0069] The assisted driving curve should be planned in real time within a certain distance ahead of the train based on the train's current position and speed, track information ahead, ATP information, stopping points, and transition phase scenarios. The assisted driving curve is updated periodically, and immediately when the stopping point retracts. When the driver's actions deviate from the planned curve, the curve is adjusted in real time based on the driver's input. The aforementioned "certain distance ahead" can be 10 kilometers, but is not limited to this; 50 kilometers, etc., are also applicable to this invention. The "certain time" can be 2 seconds, but is not limited to this; 5 seconds, etc., are also applicable to this invention.

[0070] In this embodiment of the invention, the locomotive assisted driving curve calculation method includes the following steps:

[0071] Step S1: Determine the first continuous driving curve. Specifically, this includes:

[0072] First, track information within a certain distance ahead of the train is obtained, and a first speed-limiting curve is planned. The track information includes the train's operating phase and the first operating information of the train within that phase. The first speed-limiting curve is the basic speed-limiting curve. Further, the train's operating phase includes one or more phases such as static speed limits, temporary speed limits, and interval operation, but is not limited to these; other operating phases are also applicable to this invention. The first operating information of the train within the operating phase includes the starting position of the operating phase, the speed limit value, and the speed limit distance.

[0073] For example, if a train operates in three phases—static speed limit, temporary speed limit, and section operation—the first speed limit curve, which serves as the basic speed limit curve, is shown in Figure 2, and its curve information is shown in Table 1.

[0074] Table 1. Curve information for the first speed limit curve.

[0075] The following descriptions in this embodiment of the invention are based on the information shown in Table 1 and Figure 2 and will not be repeated here.

[0076] Secondly, obtain the following second operational information about the train:

[0077] The train's current speed v, the train's expected acceleration and / or expected deceleration during different operating phases;

[0078] Then, based on the first speed limit curve and the acquired line information and second operation information, the curve intersection point is determined using forward and / or reverse calculation methods. The curve intersection point is the speed point to which the train can accelerate or decelerate according to the desired acceleration or deceleration. Specifically, assuming the train's desired acceleration in different operation phases is t_acc and / or its desired deceleration is b_acc, and the train's current position is at the beginning of the static speed limit phase, the distance required for the train to accelerate from the current speed v to the speed limit value1 is s1: s1 = (value1...) 2 -v 2 ) / 2 / t_acc

[0079] If the distance s1 is less than the length len1 of the speed limit segment where the current speed is located, then there is still a coasting distance s2: s2 = len1 - s1

[0080] Thus, from the current position to the end of the static speed-limited operation phase, the intersection of the curves is (pos1+s1, value1), and the train runs for a distance of s2 according to the speed limit value1, during which the acceleration or deceleration is 0.

[0081] In Figure 2, the train's speed during the temporary speed limit phase is value2, where value2 > value1, requiring acceleration. Therefore, the distance the train needs to accelerate from value1 to value2 is: s3 = (value2) / (value1) = 1 / 2. 2 -value1 2 ) / 2 / t_acc

[0082] Furthermore, the train's speed during the interval is value3, where value3 < value2, requiring deceleration. Therefore, the distance required for the train to decelerate from value2 to value3 is: s4 = (value3 / 2) / 2.2 -value2 2 ) / 2 / b_acc

[0083] Assuming there exists s3 + s4 > len2, then we need to find v between value3 and value2. m Make it satisfy s3+s4<=len2, and then calculate from value1 to v m Required distance s5: s5 = (v m 2 -value1 2 ) / 2 / t_acc

[0084] The train from v m The distance s6 required to reach value3: s6 = (value3) 2 -v m 2 ) / 2 / b_acc.

[0085] That is, s5 + s6 <= len2.

[0086] The curve intersection point of the train during the temporary speed restriction phase is obtained as (pos2+s5, v). m Since value3 is less than the value2, the intersection of the curves after deceleration from the temporary speed limit operation phase is the starting point of the section operation phase. The train runs at the speed limit value value3 during the section operation phase, and the length of the run can be to the end of the line data, i.e., len3 = s7.

[0087] Finally, after determining the intersection point of the curves, the first continuous driving curve is obtained by connecting the curves based on the first speed limit curve. Specifically, the first continuous driving curve is shown in Figure 3, and its curve information is shown in Table 2:

[0088] Table 2 Curve Information for the First Continuous Driving Curve

[0089] Step S2: Using a general algorithm for adding target points, input target point information and add target points from the operating scenario to the first continuous driving curve to form the locomotive assisted driving curve. Specifically, this includes:

[0090] Step S21: Obtain the target point to be inserted and its corresponding target point information within a certain distance ahead of the train in the corresponding operating scenario. The target point information includes the target position (target_pos), target speed (target_v), expected deceleration (b_acc) upon reaching the target point, and expected acceleration (a_acc) upon reaching the next curve segment. The target position and expected deceleration or expected acceleration in the target point information are configuration parameters, which can be modified according to actual conditions. During application, the corresponding configuration parameters can be directly obtained. The operating scenario includes stopping points, phase transition zones, long downhill slopes, and / or ATP target speed and target position, but is not limited to these; other operating scenarios are also applicable to this invention.

[0091] For example, taking three operating scenarios—including a stopping point, a phase transition zone, and a long downhill slope—within a certain distance ahead of the train, these three scenarios are respectively added to the section running time, temporary speed limit, and static speed limit running phase on the first continuous driving curve shown in Figure 3 for illustrative purposes.

[0092] 1) When the corresponding operating scenario includes a stopping point within a certain distance ahead of the train, obtain the stopping point information, which includes the stopping point location stop_pos, the target speed is 0, the expected deceleration to reach the stopping point is the stopping deceleration stop_bcc, and the expected acceleration to reach the next curve segment from the stopping point is 0.

[0093] 2) When the corresponding operating scenario within a certain distance ahead of the train includes a phase-crossing zone, the target point of the phase-crossing zone is obtained. The target point of the phase-crossing zone includes the starting position and the ending position of the phase-crossing zone. Among them, the starting position information is obtained as follows:

[0094] Real-time acquisition of the phase splitting region start position gfx_pos and phase splitting region length gfx_len;

[0095] Determine whether the train's current position is within the phase-crossing zone. If it is not within the phase-crossing zone, then...

[0096] The target position in the starting position information is gfx_pos, the expected deceleration to reach the starting position of this phase split is gfx_b_start_bcc, and the expected acceleration from the starting position of this phase split to the next curve segment is gfx_a_start_acc.

[0097] Obtain the starting position of the phase separation zone on the first continuous driving curve corresponding to the starting position of the operating stage pos2, and calculate the distance s9 between the starting position of the phase separation zone gfx_pos and the obtained starting position of the corresponding operating stage pos2, where s9 = gfx_pos - pos2;

[0098] Based on the speed limit information, expected acceleration information t_acc, and calculated distance s9 obtained from the starting position of the phase break zone on the first continuous driving curve, the target speed at the starting position of the phase break zone is obtained as v_gfx, where v_gfx = value1. 2 +2*t_acc*s9;

[0099] If the train's current position is within the phase-separation zone, the target position in the starting position information is the train's current position, the target speed is the current speed v, the expected deceleration upon reaching the starting position of the phase-separation zone is 0, and the expected acceleration from the starting position of the phase-separation zone to the next curve segment is gfx_a_start_acc.

[0100] Obtaining the target point information for the destination location includes,

[0101] Determine whether the train's current position is within the phase-break zone. If it is not within the phase-break zone, the target position in the target point information of the endpoint position is gfx_end_pos, the target velocity at the endpoint position of the phase-break zone is v_gfx, the expected deceleration to reach the endpoint position of the phase-break zone is 0, and the expected acceleration from the endpoint position of the phase-break zone to the next curve segment is gfx_a_end_acc.

[0102] If the train's current position is within the phase-separation zone, the phase-separation zone endpoint position is gfx_end_pos, the target speed is the current speed v, the expected deceleration upon reaching the endpoint of the phase-separation zone is 0, and the expected acceleration from the endpoint of the phase-separation zone to the next curve segment is gfx_a_end_acc.

[0103] 3) When the corresponding operating scenario within a certain distance ahead of the train includes a long downhill slope, the target point information obtained on the long downhill slope includes:

[0104] First, calculate the position of the longest downhill slope closest to the train, ramp_start_pos;

[0105] To obtain the speed ramp_v when applying air braking on a long downhill slope: ramp_v = coast_v - Δv

[0106] Where ramp_v is the target velocity at the target point on the long downhill slope, coast_v is the velocity on the curve segment where the long downhill slope is located, and Δv is the velocity threshold, which satisfies: Δv=(acc 电制动最大加速度 *4 / 7-ramp)*(t 充风时间 +t 制动撤销延时 +t 制动施加延时 )

[0107] Where ramp is the slope corresponding to the starting position of the long downhill slope, and acc 电制动最大加速度The maximum electric braking force F and maximum electric braking force W of the train can be found based on the train vehicle parameters, and then calculated, i.e., acc. 电制动最大加速度 =F maximum electric braking / W, t 充风时间 For the air brake charging time, t 制动撤销延时 t is the air brake cancellation delay time. 制动施加延时 Apply a delay time to the air brakes;

[0108] Calculate the travel distance based on ramp_v, coast_v, and air brake deceleration target_acc: dis = (ramp_v) / (coast_v) 2 -coast_v 2 ) / 2 / target_acc

[0109] The target position for a long downhill slope is ramp_pos = ramp_start_pos + dis;

[0110] The expected deceleration to reach the target point of the long downhill slope is the air braking deceleration target_acc, and the expected acceleration from the target point of the long downhill slope to the next curve segment is ramp_a_acc.

[0111] Step S22: Based on the target velocity of the target point to be inserted and the first curve velocity corresponding to the target position on the first continuous driving curve, determine whether to add the target point to be inserted, including...

[0112] Determine whether the speed of the first curve is greater than the target speed. If the speed of the first curve is greater than the target speed, a target point needs to be added; otherwise, maintain the existing first continuous driving curve.

[0113] Step S23: If a target point to be inserted is added, obtain the first and second intersection points of the curve segment where the target point is located and the first continuous driving curve. For example, as shown in Figure 4, on the first continuous driving curve, search forward from the curve segment index where the target position is located to find the first index curve segment, which satisfies that the deceleration from the starting position of the first index curve segment to the target position is greater than the expected deceleration b_acc. Record the first index curve segment as curve_b_ind. Search backward from the curve segment index where the target position is located to find the second index curve segment, which satisfies that the acceleration from the starting position of the second index curve segment to the target position is less than the expected acceleration a_acc. Record the second index curve segment as curve_a_ind. It should be noted that since the train needs to travel from the starting position of the first index curve segment to the target position with the expected deceleration, or from the starting position of the second index curve segment to the target position with the expected acceleration, the intersection point to be calculated is located in front of the starting position of the index curve segment (in the opposite direction to the direction of searching for the index curve segment).

[0114] In this embodiment of the invention, as shown in FIG4, the calculation method further includes calculating the position points (b_pos, b_v) of the first intersection point and the position points (a_pos, a_v) of the second intersection point. Specifically, calculating the position points (b_pos, b_v) of the first intersection point includes...

[0115] Obtain the starting position (temp1_pos, temp1_v) of the first index curve segment and the acceleration temp1_acc of the curve segment where the first intersection point is located. Based on the target velocity target_v, target position target_pos, and expected deceleration b_acc in the corresponding target point information, obtain the position point (b_pos, b_v) of the first intersection point: b_pos = (target_v... 2 -temp1_v 2 -2*b_acc*target_pos+2*temp1_acc*temp1_pos) / (2 *(temp1_acc-b_acc)) b_v=(target_v 2 -2*b_acc*(target_pos-b_pos)) 1 / 2 ;

[0116] Calculating the position (a_pos, a_v) of the second intersection point includes:

[0117] Obtain the starting position (temp2_pos, temp2_v) of the second index curve segment curve_a_ind and the acceleration temp2_acc of the curve segment where the second intersection point is located. Based on the target velocity target_v, target position target_pos, and expected acceleration a_acc in the corresponding target point information, obtain the position (a_pos, a_v) of the second intersection point that satisfies: a_pos = (target_v... 2 -temp2_v 2 -2*a_acc*target_pos+2*temp2_acc*temp2_pos) / (2 *(temp2_acc-a_acc)) a_v=(target_v 2 -2*a_acc*(target_pos-a_pos)) 1 / 2 .

[0118] For example, by inputting the above parking point information, we check whether the first curve velocity value3 of the parking point is greater than the target velocity 0. If value3 is greater than 0, a parking point needs to be added. This allows us to calculate the location of the intersection point related to the parking point. Finally, we add the location of the intersection point and the parking point to the first continuous driving curve. The location of the first intersection point between the curve containing the parking point and the first continuous driving curve is calculated as follows:

[0119] Assuming the starting position of the first index curve segment is (pos3, value3), and the position of the first intersection point of the parking point is (stop_b_pos, stop_b_v), the acceleration of the curve segment where the first intersection point is located is 0. Based on the parking point information above, including the parking point position stop_pos, the target velocity being 0, and the expected deceleration to reach the target point being the parking deceleration stop_bcc, the position of the first intersection point of the parking point (stop_b_pos, stop_b_v) is calculated to satisfy: stop_b_pos = (0 ... 2 -value3 2 -2*stop_acc*stop_pos+2*0*pos3) / (2*(0-b_acc)) stop_b_v=(0 2 -2*stop_acc*(stop_pos-stop_b_pos)) 1 / 2

[0120] Since the parking point is the end point of the auxiliary curve, there is no need to find the location of the second intersection point.

[0121] After adding the first intersection point position (stop_b_pos, stop_b_v) and the parking point position (stop_pos, 0), the obtained curve is shown in Figure 5, and the curve information is shown in Table 3.

[0122] Table 3 shows the curve information of the locomotive assisted driving curves generated after adding parking points.

[0123] Furthermore, we add phase-crossing information. Taking the current position as not being within the phase-crossing region as an example, we substitute the above-mentioned starting and ending positions of the phase-crossing region to obtain the relevant intersection positions, calculated as follows:

[0124] The starting position information of the phase splitting zone to be inserted is gfx_pos, the target speed is v_gfx, the expected deceleration to reach the starting position of the phase splitting zone is gfx_b_start_bcc, and the expected acceleration from the starting position of the phase splitting zone to the next curve segment is gfx_a_start_acc. Assuming that the speed of the first curve corresponding to the starting position is equal to the target speed v_gfx, the existing first continuous driving curve is maintained, that is, the starting position is on the first continuous driving curve. Therefore, there is no intersection between the starting position and the first continuous driving curve. The starting position of the phase splitting zone (gfx_pos, v_gfx) is added.

[0125] The position information of the endpoint of the phase splitting zone to be inserted is gfx_end_pos, the target velocity is v_gfx, the expected deceleration to reach the endpoint of the phase splitting zone is 0, and the expected acceleration from the endpoint of the phase splitting zone to the next curve segment is gfx_a_end_acc. The endpoint position is connected to the curve segment of the starting position of the phase splitting zone, so there is no need to find the position point of the first intersection.

[0126] Assume the starting position of the second index curve segment is (pos3, value3), the acceleration of the curve segment where the second intersection point is located is b_acc, and the position point (gfx_a_pos, gfx_a_v) of the second intersection point satisfies: gfx_a_pos = (v_gfx_a_pos) / ( ... 2 -value3 2 -2*gfx_a_end_acc*gfx_end_pos+2*b_acc*pos3) / ( 2*(b_acc-gfx_a_end_acc)) gfx_a_v=(v_gfx 2 -2*gfx_a_end_acc*(pos3-gfx_a_pos)) 1 / 2 .

[0127] Add the end position of the phase split zone (gfx_end_pos, v_gfx), and the position of the second intersection point of the curve containing the end position of the phase split zone and the first continuous driving curve (gfx_a_pos, gfx_a_v).

[0128] The obtained continuous curve is shown in Figure 6, and the curve information is shown in Table 4:

[0129] Table 4 shows the curve information of the locomotive assisted driving curves after adding parking points and target points in the phase separation zone.

[0130] Furthermore, a long downhill target point is added. The target point information for the long downhill slope is incorporated, including the target position (ramp_pos), target speed (ramp_v), expected deceleration (air brake deceleration target_acc) to reach the target point, and expected acceleration (ramp_a_acc) from the target point to the next curve segment. First, the target speed (ramp_v) is less than the speed (value1) on the first continuous driving curve corresponding to the target position, thus the target point is added. The relevant intersection points of this target point are then calculated. The calculation is as follows:

[0131] Assuming the starting position of the first index curve segment is (pos1+s1, value1), then the acceleration of the curve segment where the first intersection point is located is 0, and the position point (ramp_b_pos, ramp_b_v) of the first intersection point satisfies: ramp_b_pos = (ramp_v) / (ramp_b_pos + s1, value1 ... 2 -value1 2 -2*target_acc*ramp_pos+2*0*(pos1+s1)) / (2* (0-target_acc)) ramp_b_v=(ramp_v 2 -2*target_acc*(ramp_pos-ramp_b_pos)) 1 / 2

[0132] Assuming the starting position of the second index curve segment is (pos2, value1), then the acceleration of the curve segment where the first intersection point is located is 0, and the position point (ramp_a_pos, ramp_a_v) of the second intersection point satisfies: ramp_a_pos = (ramp_v) 2 -value1 2 -2*0*ramp_pos+2*ramp_a_acc*pos2) / (2* (0-ramp_a_acc)) ramp_a_v=(ramp_v 2 -2*ramp_a_acc*(ramp_pos-ramp_a_pos)) 1 / 2 .

[0133] Add the location points of the target point on the long downhill slope (ramp_pos, ramp_v), the location points of the first intersection (ramp_b_pos, ramp_b_v), and the location points of the second intersection (ramp_a_pos, ramp_a_v).

[0134] The obtained continuous curve is shown in Figure 7, and the curve information is shown in Table 5:

[0135] Table 5 shows the curve information of the locomotive assisted driving curves after adding parking points, cross-phase target points, and long downhill target points.

[0136] Step S24: Add the target point to be inserted, the location of the first intersection point, and the location of the second intersection point to the first continuous driving curve to generate the locomotive assisted driving curve. As shown in Figure 8, add the above-mentioned parking point, the phase transition zone, and the target point in the downhill section of the large factory to the first continuous driving curve to generate the locomotive assisted driving curve.

[0137] The locomotive auxiliary driving curve provides the driver with detailed information on the status of the track ahead. By referring to this curve, the driver can anticipate the train's operating conditions ahead, including key parameters such as speed and traction. This allows the driver to predict the appropriate traction, braking levels, and the timing of air brake application, thus enabling more precise control of the train's operation.

[0138] As shown in Figure 9, this embodiment of the invention also introduces a locomotive assisted driving curve calculation system capable of executing the above method. The system includes a determination module, an acquisition module, a judgment module, a calculation module, and a generation module. The determination module determines a first continuous driving curve. The acquisition module acquires the target point to be inserted and its corresponding target point information within a certain distance ahead of the train in the corresponding operating scenario. The target point information includes the target position, target speed, expected deceleration upon reaching the target point, and expected acceleration upon reaching the next curve segment. The judgment module compares the target speed of the target point to be inserted with the first curve speed corresponding to the target position on the first continuous driving curve to determine whether to add the target point. The calculation module, if the target point to be inserted is added, acquires the first and second intersection points of the curve segment where the target point is inserted and the first continuous driving curve. The generation module adds the target point to be inserted, the first intersection point, and the second intersection point to the first continuous driving curve to generate the locomotive assisted driving curve. The aforementioned system covers the entire locomotive driving process, providing drivers with prompts and guidance. By adding target points of the train's operational scenarios to the assisted driving curve, it compensates for the limitations of the LKJ curve in considering special scenarios, effectively improving the driving safety of locomotive drivers. It also lays a solid foundation for the intelligent and automated development of the railway industry. Furthermore, the locomotive assisted driving curve provides drivers with detailed status information of the track ahead. By referring to this curve, drivers can anticipate the train's operating status ahead, including key parameters such as speed and traction. This allows drivers to predict the application timing of traction, braking levels, and air brakes, thereby controlling train operation more precisely.

[0139] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating a locomotive assisted driving curve, characterized in that, include, Determine the first continuous driving curve; The system acquires the target point to be inserted and its corresponding target point information in the corresponding operating scenario within a certain distance ahead of the train. The target point information includes the target position, target speed, expected deceleration upon reaching the target point, and expected acceleration upon reaching the next curve segment. Compare the target velocity of the target point to be inserted with the first curve velocity corresponding to the target position on the first continuous driving curve to determine whether to add the target point to be inserted. If a target point to be inserted is added, obtain the first and second intersection points of the curve segment where the target point is located after insertion with the first continuous driving curve; Add the target point to be inserted, the first intersection point, and the second intersection point to the first continuous driving curve to generate the locomotive assisted driving curve.

2. The method for calculating assisted driving curves according to claim 1, characterized in that, Determining the first continuous driving curve includes, Obtain track information within a certain distance ahead of the train and plan a first speed-limited curve. The track information includes the train's operating phase and the train's first operating information within that phase. Obtain the following second operational information for the train: The train's current speed, and the train's expected acceleration or deceleration during different operating phases; Based on the acquired line information and second operation information, the curve intersection points are determined using forward and / or reverse calculation methods. Based on the first speed limit curve, connect the intersection points of the curves to form the first continuous driving curve.

3. The method for calculating assisted driving curves according to claim 2, characterized in that, The train's operation phases include static speed limits, temporary speed limits, and interval running time. The initial operational information of a train during its operation phase includes its starting position, speed limit, and speed limit distance.

4. The method for calculating assisted driving curves according to any one of claims 1-3, characterized in that, The target velocity of the point to be inserted is compared with the first curve velocity corresponding to the target position on the first continuous driving curve to determine whether to add the target point to be inserted. Determine if the velocity of the first curve is greater than the target velocity. If the velocity of the first curve is greater than the target velocity, then a target point needs to be added. Otherwise, maintain the existing first continuous driving curve.

5. The method for calculating assisted driving curves according to claim 4, characterized in that, If a target point to be inserted is added, the first and second intersection points of the curve segment containing the inserted target point with the first continuous driving curve are obtained, including... On the first continuous driving curve, search forward from the curve segment index where the target position is located to find the first index curve segment. The first index curve segment satisfies that the deceleration from its starting position to the target position is greater than the expected deceleration b_acc. On the first continuous driving curve, search backward from the curve segment index where the target position is located to find the second index curve segment. The second index curve segment satisfies that the acceleration from its starting position to the target position is less than the expected acceleration a_acc.

6. The method for calculating assisted driving curves according to claim 5, characterized in that, It also includes calculating the positions of the first intersection point (b_pos, b_v) and the second intersection point (a_pos, a_v), wherein calculating the positions of the first intersection point (b_pos, b_v) includes: Obtain the starting position information (temp1_pos, temp1_v) of the first index curve segment and the acceleration temp1_acc of the curve segment where the first intersection point is located; Based on the target point information, the starting position information (temp1_pos, temp1_v) of the first index curve segment, and the acceleration temp1_acc of the curve segment where the first intersection point is located, calculate the position point (b_pos, b_v) of the first intersection point: b_pos=(target_v 2 -temp1_v 2 -2*b_acc*target_pos+2*temp1_acc*temp1_p os) / (2*(temp1_acc-b_acc)) b_v=(target_v 2 -2*b_acc*(target_pos-b_pos)) 1 / 2 Calculating the position (a_pos, a_v) of the second intersection point includes: Obtain the starting position information (temp1_pos, temp1_v) of the second index curve segment and the acceleration temp1_acc of the curve segment where the second intersection point is located; Based on the target point information, the starting position information (temp2_pos, temp2_v) of the obtained second index curve segment, and the acceleration temp2_acc of the curve segment where the second intersection point is located, calculate the position point (a_pos, a_v) of the second intersection point: a_pos=(target_v 2 -temp2_v 2 -2*a_acc*target_pos+2*temp2_acc*temp2_p os) / (2*(temp2_acc-a_acc)) a_v=(target_v 2 -2*a_acc*(target_pos-a_pos)) 1 / 2 Where target_v is the target velocity of the target point, and target_pos is the target position of the target point.

7. The method for calculating assisted driving curves according to claim 6, characterized in that, The operating scenarios include parking points, phase transition zones, long downhill sections, and / or ATP target speeds and target locations.

8. The method for calculating assisted driving curves according to claim 7, characterized in that, When the corresponding operating scenario includes a stopping point within a certain distance ahead of the train, the target point is the stopping point. The stopping point information is obtained. The target position in the stopping point information is the stopping position, the target speed is 0, the expected deceleration to reach the stopping point is the stopping deceleration, and the expected acceleration from the stopping point to the next curve segment is 0.

9. The method for calculating assisted driving curves according to claim 7, characterized in that, When the corresponding operating scenario within a certain distance ahead of the train includes a phase-crossing region, the target points within the phase-crossing region include the starting and ending positions of the phase-crossing point. Specifically, obtaining the starting position information includes... The target position in the phase splitting region start position information is gfx_pos, and the phase splitting region length is gfx_len; Determine whether the train's current position is within the phase-separation zone. If the train's current position is not within the phase-separation zone, then... Based on the target position gfx_pos, the expected deceleration to reach the starting position of the phase splitting region is gfx_b_start_bcc, and the expected acceleration from the starting position of the phase splitting region to the next curve segment is gfx_a_start_acc. Obtain the starting position of the phase split zone on the first continuous driving curve corresponding to the starting position of the operating stage, and calculate the distance between the starting position of the phase split zone gfx_pos and the obtained starting position of the operating stage. Based on the speed limit information, expected acceleration information, and calculated distance of the running stage corresponding to the starting position of the phase split obtained on the first continuous driving curve, the target speed at the starting position of the phase split is obtained as v_gfx; If the train's current position is within the phase-separation zone, the target position in the starting position information is the current position gfx_pos, the target speed is the current speed v, the expected deceleration upon reaching the starting position of the phase-separation zone is 0, and the expected acceleration from the starting position of the phase-separation zone to the next curve segment is gfx_a_start_acc.

10. The method for calculating assisted driving curves according to claim 9, characterized in that, Obtaining the destination location information includes, Determine whether the train's current position is within the phase-break zone. If it is not within the phase-break zone, the target position in the endpoint position information is gfx_end_pos, the target speed is v_gfx, the expected deceleration upon reaching the endpoint position of the phase-break zone is 0, and the expected acceleration from the endpoint position of the phase-break zone to the next curve segment is gfx_a_end_acc. If within the phase-separation region, the endpoint position of the phase-separation region is gfx_end_pos, the target velocity is the current velocity v, the expected deceleration upon reaching the endpoint position of the phase-separation region is 0, and the expected acceleration from the endpoint position of the phase-separation region to the next curve segment is gfx_a_end_acc.

11. The method for calculating assisted driving curves according to claim 7, characterized in that, When the operating scenario within a certain distance ahead of the train includes a long downhill slope, the information on target points within that long downhill slope is obtained. First, calculate the position of the longest downhill slope closest to the train, ramp_start_pos; Get the speed ramp_v when air braking is applied on a long downhill slope: ramp_v = coast_v - Δv Where ramp_v is the target speed, coast_v is the speed of the curve segment where the long downhill section is located, and Δv is the speed threshold, and the speed threshold Δv satisfies: Δv=(acc 电制动最大加速度 *4 / 7-ramp)*(t 充风时间 +t 制动撤销延时 +t 制动施加延时 ) Where ramp is the gradient corresponding to the current train location, and acc 电制动最大加速度 = F maximum electric braking / W; Calculate the travel distance based on ramp_v, coast_v, and air brake deceleration target_acc: dis=(ramp_v 2 -coast_v 2 ) / 2 / target_acc The target position for a long downhill slope is ramp_pos = ramp_start_pos + dis; The expected deceleration to reach the target point on the long downhill slope is the air braking deceleration target_acc, and the expected acceleration from the target point on the long downhill slope to the next curve segment is ramp_a_acc.

12. A locomotive auxiliary driving curve calculation system, characterized in that, include, The determination module is used to determine the first continuous driving curve; The acquisition module is used to acquire the target point to be inserted and the corresponding target point information in the corresponding running scene within a certain distance in front of the train. The target point information includes the target position, target speed, expected deceleration upon reaching the target point, and expected acceleration upon reaching the next curve segment. The judgment module is used to compare the target velocity of the target point to be inserted with the first curve velocity corresponding to the target position on the first continuous driving curve, and to determine whether to add the target point to be inserted. The calculation module is used to obtain the first and second intersection points of the curve segment where the target point is located after insertion and the first continuous driving curve, if a target point is added to be inserted. The generation module is used to add the target point to be inserted, the first intersection point, and the second intersection point to the first continuous driving curve to generate the locomotive assisted driving curve.

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