Speed curve planning method and apparatus for rail vehicle, and rail vehicle

Abstract

Provided in the present application are a speed curve planning method and apparatus for a rail vehicle, and a rail vehicle. The method is applied to a rail vehicle, which travels on a vehicle road, wherein the vehicle road comprises traffic light intersections and / or speed-limited road sections. The method comprises: on the basis of traffic light intersections and / or speed-limited road sections on a vehicle road, dividing the vehicle road into a plurality of road sub-intervals; determining arrival operation time information of a rail vehicle in the road sub-intervals and speed limit information of the rail vehicle in the road sub-intervals; on the basis of the arrival operation time information and the speed limit information, constructing operation constraints; on the basis of the operation constraints, determining sub-interval reference speed curves of the rail vehicle in the road sub-intervals; and on the basis of the sub-interval reference speed curves, constructing a road reference speed curve regarding the vehicle road. Accurate and efficient speed curve planning for a rail vehicle is realized, such that the rail vehicle operates according to a road reference speed curve, thereby avoiding frequent start and stop of the rail vehicle.

Description

Speed ​​curve planning method, device and rail vehicle

[0001] Cross-reference of related applications

[0002] This application claims priority to Chinese patent application No. 202510068775.0, filed on January 15, 2025, entitled "Method, Apparatus and Rail Vehicle for Speed ​​Curve Planning", which is incorporated herein by reference in its entirety. Technical Field

[0003] This application relates to the field of rail vehicle technology, and in particular to a method, apparatus and rail vehicle for speed curve planning. Background Technology

[0004] Intelligent rail transit (IRT), a novel mode of public transportation, operates without physical tracks through a multi-carriage design. This type of train not only inherits the high-capacity advantages of traditional rail transit but also significantly reduces construction costs, thus being considered an effective means of alleviating urban traffic congestion. Compared to traditional rail transit systems like subways and trains that rely on physical tracks, IRT operates in a more open environment, sharing road resources with other vehicles.

[0005] Most existing speed curve planning methods are designed for trains with clear track constraints, such as subways and regular trains. These trains typically operate in relatively closed environments with fewer uncertainties, making their speed curve planning problems relatively simple and straightforward. However, the situation is quite different for intelligent rail transit (IRT) trains. Because they need to share the road with other vehicles and strictly adhere to traffic rules such as traffic lights and speed limits, the operating environment of IRT trains becomes complex and variable, significantly increasing uncertainties.

[0006] Therefore, finding a speed curve planning method that can efficiently and accurately plan the speed curve of intelligent rail transit trains has become a current research hotspot. Summary of the Invention

[0007] This application provides a method, apparatus, and rail vehicle for speed curve planning of rail vehicles, enabling accurate and efficient speed curve planning for rail vehicles so that they can operate according to the road reference speed curve, avoiding frequent starts and stops, and achieving comfortable and energy-saving operation of rail vehicles.

[0008] This application provides a speed curve planning method for rail vehicles. The method is applied to rail vehicles traveling on vehicle roads, which include traffic light intersections and / or speed-limited sections. The method includes: dividing the vehicle road into multiple road sub-sections based on the traffic light intersections and / or the speed-limited sections; determining the arrival and departure times of the rail vehicle in each road sub-section, and the speed limit information of the rail vehicle in each road sub-section, wherein the speed limit information pertains to the traffic light intersections and / or the speed-limited sections; constructing operational constraints based on the arrival and departure times and the speed limit information; determining a sub-section reference speed curve for the rail vehicle in each road sub-section based on the operational constraints; and constructing a road reference speed curve for the vehicle road based on the sub-section reference speed curves of each of the road sub-sections.

[0009] According to the speed curve planning method for a rail vehicle provided in this application, before determining the reference speed curve of the rail vehicle in the sub-section of the road sub-section based on the operational constraints, the method further includes: for the road sub-section, determining a passenger comfort index function, an energy consumption index function, and a punctuality index function respectively, and constructing a target optimization function under the road sub-section based on the passenger comfort index function, the energy consumption index function, and the punctuality index function; the step of determining the reference speed curve of the rail vehicle in the sub-section of the road sub-section based on the operational constraints specifically includes: determining the reference speed curve of the rail vehicle in the sub-section of the road sub-section based on the target optimization function and the operational constraints, so as to maximize the function value of the target optimization function under the reference speed curve of the sub-section.

[0010] According to the speed curve planning method for rail vehicles provided in this application, the step of constructing an objective optimization function for the road sub-section based on the passenger comfort index function, the energy consumption index function, and the punctuality index function specifically includes: obtaining a first weight coefficient of the passenger comfort index function, a second weight coefficient of the energy consumption index function, and a third weight coefficient of the punctuality index function that are pre-set; and constructing an objective optimization function for the road sub-section based on the passenger comfort index function, the first weight coefficient, the energy consumption index function, the second weight coefficient, the punctuality index function, and the third weight coefficient.

[0011] According to the speed curve planning method for a rail vehicle provided in this application, the passenger comfort index function is determined in the following way: determining the acceleration of the rail vehicle; and determining the passenger comfort index function based on the acceleration of the rail vehicle.

[0012] According to the speed curve planning method for a rail vehicle provided in this application, the energy consumption index function is determined in the following manner: determining the speed of the rail vehicle and the traction and / or braking force of the rail vehicle; and determining the passenger comfort index function based on the speed of the rail vehicle and the traction and / or braking force of the rail vehicle.

[0013] According to the speed curve planning method for rail vehicles provided in this application, the punctuality index function is determined in the following way: determining the arrival time information of the rail vehicle in the road sub-section; and determining the punctuality index function based on the arrival time information.

[0014] According to the speed curve planning method for a rail vehicle provided in this application, the step of constructing a road reference speed curve for the vehicle road based on the reference speed curves of each sub-interval of each road sub-interval specifically includes: for any sub-interval reference speed curve of a road sub-interval, obtaining the reference speed curve of the preceding sub-interval of the preceding road sub-interval that is adjacent to the road sub-interval; optimizing the sub-interval reference speed curve based on the Bellman equation and the preceding sub-interval reference speed curve to obtain the optimized sub-interval reference speed curve of the road sub-interval, so as to minimize the state transition cost between the preceding sub-interval reference speed curve and the optimized sub-interval reference speed curve; and constructing a road reference speed curve for the vehicle road based on the optimized sub-interval reference speed curves of each road sub-interval.

[0015] According to the speed curve planning method for a rail vehicle provided in this application, after constructing a road reference speed curve for the vehicle's road, the method further includes: when the current operating scenario of the rail vehicle is detected as a first operating scenario, controlling the rail vehicle to operate according to the road reference speed curve, wherein the first operating scenario is an operating scenario in which there are no other traffic-participating vehicles ahead of the rail vehicle; when the current operating scenario of the rail vehicle is detected as a second operating scenario, controlling the rail vehicle to stop operating according to the road reference speed curve, and adjusting the operating acceleration of the rail vehicle based on the operating speed of the other traffic-participating vehicles, and controlling the rail vehicle to operate according to the operating acceleration, wherein the second operating scenario is an operating scenario in which there are other traffic-participating vehicles ahead of the rail vehicle; when the current operating scenario of the rail vehicle is detected as a third operating scenario, controlling the rail vehicle to stop operating according to the road reference speed curve, and controlling the rail vehicle to stop at a position matching the station location information based on the station location information, wherein the third operating scenario is an operating scenario in which the rail vehicle is about to enter the station.

[0016] This application also provides a speed curve planning device for rail vehicles. The device is applied to rail vehicles traveling on vehicle roads, which include traffic light intersections and / or speed-limited sections. The device includes: a division module for dividing the vehicle road into multiple road sub-sections based on the traffic light intersections and / or the speed-limited sections; a determination module for determining the arrival time information of the rail vehicle in the road sub-sections and the speed limit information of the rail vehicle in the road sub-sections, wherein the speed limit information is speed limit information related to the traffic light intersections and / or the speed-limited sections; a generation module for constructing operating constraints based on the arrival time information and the speed limit information; a processing module for determining the sub-section reference speed curve of the rail vehicle in the road sub-sections based on the operating constraints; and a construction module for constructing a road reference speed curve for the vehicle road based on the sub-section reference speed curves of each of the road sub-sections.

[0017] This application also provides a rail vehicle, the rail vehicle comprising: a rail vehicle body and a processor, wherein the processor is configured to execute the speed curve planning method for any of the rail vehicles described herein.

[0018] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the speed curve planning method for any of the above-described rail vehicles.

[0019] This application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the speed curve planning method for a rail vehicle as described above.

[0020] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the speed curve planning method for a rail vehicle as described above.

[0021] This application provides a method, apparatus, and rail vehicle for speed curve planning. The rail vehicle operates on a road that includes traffic light intersections and / or speed-limited sections. The method includes: dividing the road into multiple sub-sections based on the traffic light intersections and / or speed-limited sections; determining the arrival and departure times of the rail vehicle within each sub-section, and the speed limits for the rail vehicle within each sub-section, wherein the speed limits pertain to the traffic light intersections and / or speed-limited sections; constructing operational constraints based on the arrival and departure times and speed limits; determining a sub-section reference speed curve for the rail vehicle within each sub-section based on the operational constraints; and constructing a road reference speed curve for the entire road based on the reference speed curves for each sub-section. This method enables accurate and efficient speed curve planning for rail vehicles, ensuring that the rail vehicles operate according to the road reference speed curve, avoiding frequent starts and stops, and achieving comfortable and energy-efficient operation. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in this application 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 is one of the flowcharts of the speed curve planning method for rail vehicles provided in this application.

[0024] Figure 2 is a flowchart illustrating the process of determining the reference speed curve of the rail vehicle in the sub-section of the road based on the operational constraints provided in this application.

[0025] Figure 3 is a schematic diagram of the process of constructing a road reference speed curve for the vehicle road based on the reference speed curves of each sub-section of each road sub-section provided in this application.

[0026] Figure 4 is the second flowchart of the speed curve planning method for rail vehicles provided in this application.

[0027] Figure 5 is a structural schematic diagram of the speed curve planning device for rail vehicles provided in this application.

[0028] Figure 6 is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] The speed curve planning method for rail vehicles provided in this application uses traffic lights (corresponding to traffic light intersections and / or speed-limited sections) as constraints of the optimization model. The resulting reference speed curve can ensure that the train arrives at the intersection when the light is green, avoiding frequent starts and stops of the train and achieving comfortable and energy-saving operation.

[0031] Figure 1 is one of the flowcharts of the speed curve planning method for rail vehicles provided in this application.

[0032] The process of the speed curve planning method for rail vehicles provided in this application will be explained below with reference to Figure 1.

[0033] In an exemplary embodiment of this application, the speed curve planning method for rail vehicles can be applied to rail vehicles. In one example, the rail vehicle can be an intelligent rail transit (IRT) train. For ease of explanation, this application will use an IRT train as an example. The rail vehicle travels on a vehicle road, which may include traffic light intersections and / or speed-limited sections. Referring to Figure 1, the speed curve planning method for rail vehicles may include steps 110 to 150, which will be described in detail below.

[0034] In step 110, the vehicle road is divided into multiple road sub-sections based on traffic light intersections and / or speed-limited sections in the vehicle road.

[0035] In one embodiment, traffic light intersections and / or speed-limited sections within the vehicle road can be used as dividing nodes to divide the vehicle road into multiple road sub-sections. Since the train's operating route is fixed, the positions of traffic lights and speed-limited sections within the route rarely change. By dividing the road into sub-stages based on the positions of intersections / speed-limited sections, the number of sub-stages (corresponding to road sub-sections) obtained is only related to the number of traffic lights / speed-limited sections between stations, thereby improving the flexibility of the obtained speed curve to cope with complex constraints.

[0036] In step 120, the arrival and running time information of the rail vehicle in the road sub-section and the speed limit information of the rail vehicle in the road sub-section are determined, wherein the speed limit information is the speed limit information of traffic light intersections and / or speed limit sections.

[0037] In step 130, operational constraints are constructed based on the arrival time information and speed limit information.

[0038] In another embodiment, the arrival and travel times of the rail vehicle within a road sub-section, as well as the speed limit information of the rail vehicle within the road sub-section, can be determined. The speed limit information refers to the speed limit information when the rail vehicle arrives at a traffic light intersection and / or a speed-limited section. The arrival and travel times can be considered as a timetable for the rail vehicle's operation. It is understood that operating the rail vehicle according to the timetable ensures punctuality.

[0039] Furthermore, based on arrival time and speed limit information, operational constraints for rail vehicles can be constructed, thus laying the foundation for planning the reference speed curves of rail vehicles in sub-sections of the road.

[0040] In step 140, based on operational constraints, the sub-section reference speed curve of the rail vehicle in the road sub-section is determined.

[0041] In step 150, a road reference speed curve for the vehicle road is constructed based on the reference speed curves of each sub-section of each road sub-section.

[0042] In another embodiment, the reference speed curves for each road sub-section of the rail vehicle can be determined based on operational constraints using a dynamic programming algorithm. Furthermore, based on the reference speed curves for each sub-section of the road, a road reference speed curve for the vehicle's road can be constructed. In this embodiment, traffic light phase information is used as a constraint condition for the optimization model, thereby ensuring that the train arrives at the intersection when the light is green, avoiding frequent starts and stops, and achieving comfortable and energy-efficient train operation.

[0043] The speed curve planning method for rail vehicles provided in this application is applied to rail vehicles traveling on vehicle roads, which include traffic light intersections and / or speed-limited sections. The method includes: dividing the vehicle road into multiple road sub-sections based on the traffic light intersections and / or speed-limited sections; determining the arrival and departure times of the rail vehicle within each road sub-section, and the speed limits for the rail vehicle within each road sub-section, wherein the speed limits are specific to the traffic light intersections and / or speed-limited sections; constructing operational constraints based on the arrival and departure times and speed limits; determining a sub-section reference speed curve for the rail vehicle within each road sub-section based on the operational constraints; and constructing a road reference speed curve for the entire vehicle road based on the reference speed curves for each sub-section. This method enables accurate and efficient speed curve planning for rail vehicles, ensuring that the rail vehicles operate according to the road reference speed curve, avoiding frequent starts and stops, and achieving comfortable and energy-efficient operation of the rail vehicles.

[0044] Figure 2 is a flowchart illustrating the process of determining the reference speed curve of the rail vehicle in the sub-section of the road based on the operational constraints provided in this application.

[0045] The process of determining the sub-section reference speed curve of a rail vehicle in a road sub-section based on operational constraints will be explained below with reference to Figure 2.

[0046] In an exemplary embodiment of this application, as shown in FIG2, determining the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operation constraints may include steps 210 and 220, which will be described in detail below.

[0047] In step 210, for each road sub-section, the passenger comfort index function, energy consumption index function, and punctuality index function are determined respectively, and based on the passenger comfort index function, energy consumption index function, and punctuality index function, the objective optimization function under the road sub-section is constructed.

[0048] In one embodiment, for any road sub-section, a passenger comfort index function, an energy consumption index function, and a punctuality index function can be determined respectively, and a target optimization function under the road sub-section can be constructed based on the passenger comfort index function, the energy consumption index function, and the punctuality index function.

[0049] In yet another exemplary embodiment of this application, the above-described embodiments will continue to be used as examples for explanation. The objective optimization function constructed based on the passenger comfort index function, energy consumption index function, and punctuality index function under the road sub-section can be implemented in the following manner:

[0050] Obtain the first weighting coefficient of the pre-set passenger comfort index function, the second weighting coefficient of the energy consumption index function, and the third weighting coefficient of the punctuality index function respectively;

[0051] Based on the passenger comfort index function, the first weight coefficient, the energy consumption index function, the second weight coefficient, the punctuality index function, and the third weight coefficient, an objective optimization function is constructed under the road sub-interval.

[0052] In yet another exemplary embodiment of this application, continuing with the previously described embodiments, the passenger comfort index function can be determined in the following manner:

[0053] Determine the acceleration of the rail vehicle;

[0054] Based on the acceleration of the rail vehicle, a passenger comfort index function is determined.

[0055] In yet another exemplary embodiment of this application, the energy consumption index function can be determined in the following manner, continuing with the previously described embodiments:

[0056] Determine the speed of the rail vehicle, as well as its traction and / or braking force;

[0057] The passenger comfort index function is determined based on the speed of the rail vehicle and its traction and / or braking force.

[0058] In yet another exemplary embodiment of this application, the timeliness index function can be determined in the following manner, continuing with the embodiments described above:

[0059] Determine the arrival and running time information of rail vehicles in the road sub-sections;

[0060] Based on the arrival time information, the on-time performance index function is determined.

[0061] In another embodiment, passenger comfort, energy consumption, and punctuality can be used as optimization objectives to calculate the reference speed curve within the sub-section, that is, to determine the sub-section reference speed curve of the rail vehicle in the road sub-section. The optimization objective (corresponding to the objective optimization function in the road sub-section) can be expressed by the following formula (1):

[0062] in, w represents the objective optimization function; C ,w E ,w DThese are the weighting coefficients for comfort, energy consumption, and punctuality (corresponding to the first, second, and third weighting coefficients, respectively); a(t) and v(t) are the train's acceleration and velocity, respectively; F(t) is the train's traction / braking force; t * δ(k) represents the arrival time specified in the timetable (corresponding to the arrival and running time information of the rail vehicle in the road sub-section); k represents the node numbers at both ends of the road sub-section; if the node corresponding to k in the road sub-section is a station, then δ(k) is 1, otherwise it is 0; t j It can represent the current time; t i This can represent the time of the previous cycle based on the current computation cycle, where the duration of the computation cycle can be determined according to the actual situation; s i k and s j k+1 Let v(t) represent the two endpoints that constitute the road sub-section. It can be understood that v(t) can be considered as the reference speed curve of the rail vehicle in the road sub-section that needs to be solved.

[0063] It should be noted that, It can represent a function that reflects passenger comfort. It can represent an energy consumption index function; max(0,t) j -t * ) can represent the timeliness index function.

[0064] In step 220, based on the objective optimization function and operational constraints, the sub-section reference speed curve of the rail vehicle in the road sub-section is determined so that the function value of the objective optimization function under the sub-section reference speed curve is maximized.

[0065] In one embodiment, a sub-section reference speed curve for the rail vehicle within a road sub-section can be calculated based on the objective optimization function and operational constraints, maximizing the function value of the objective optimization function under the sub-section reference speed curve. This ensures that the obtained sub-section reference speed curve avoids frequent starts and stops of the rail vehicle, achieving comfortable and energy-efficient operation.

[0066] In another embodiment, through the aforementioned processing, that is, the rail vehicle operates according to the sub-section reference speed curve, the operation process of the rail vehicle in a road sub-section may include the following stages:

[0067] The train with v i The speed at t i Arrive at the k-th intersection / speed-limited section at time k and maintain speed v. i Passing at a constant speed;

[0068] Accelerate / decelerate to velocity v with acceleration a1 m ;

[0069] Keep v m Drive at a constant speed for a period of time;

[0070] With acceleration a2 at t j Accelerate / decelerate to v at all times j Arrive at the next intersection / speed limit zone.

[0071] Among them, v i ,v j The speed limit requirements of the corresponding intersection / speed limit section should be met.

[0072] Figure 3 is a schematic diagram of the process of constructing a road reference speed curve for the vehicle road based on the reference speed curves of each sub-section of each road sub-section provided in this application.

[0073] The following section will explain, with reference to Figure 3, the process of constructing a road reference speed curve for a vehicle based on the reference speed curves of each sub-section of each road sub-section.

[0074] In an exemplary embodiment of this application, as shown in FIG3, constructing a road reference speed curve for a vehicle road based on the reference speed curves of each sub-section of each road sub-section may include steps 310 to 330, which will be described in detail below.

[0075] In step 310, for any sub-section reference speed curve of a road sub-section, the reference speed curve of the preceding sub-section of the preceding road sub-section that is adjacent to the road sub-section is obtained.

[0076] In step 320, based on the Bellman equation and the previous sub-interval reference speed curve, the sub-interval reference speed curve is optimized to obtain the optimized sub-interval reference speed curve of the road sub-interval, so as to minimize the state transition cost between the previous sub-interval reference speed curve and the optimized sub-interval reference speed curve.

[0077] In step 330, a road reference speed curve for the vehicle road is constructed based on the optimized sub-interval reference speed curves of each road sub-interval.

[0078] In one embodiment, for any road sub-interval reference speed curve, for ease of explanation, this road sub-interval reference speed curve can be referred to as the current sub-interval reference speed curve. Further, the previous sub-interval reference speed curve of the preceding road sub-interval, which is adjacent to the road sub-interval, can be obtained. Then, based on the Bellman equation and the previous sub-interval reference speed curve, the sub-interval reference speed curve (also called the current sub-interval reference speed curve) is optimized to obtain the optimized sub-interval reference speed curve of the road sub-interval, minimizing the state transition cost between the previous and optimized sub-interval reference speed curves.

[0079] It is understandable that the current sub-interval reference speed curve has already been optimized into an optimized sub-interval reference speed curve. During application, the sub-interval reference speed curve for each road sub-interval can be optimized using the aforementioned method to obtain the corresponding optimized sub-interval reference speed curve. Furthermore, based on the optimized sub-interval reference speed curves for each road sub-interval, a road reference speed curve for the vehicle road can be constructed. It is understood that the obtained road reference speed curve for the vehicle road is the road reference speed curve with the minimum state transition cost between adjacent road sub-intervals.

[0080] The Bellman equation can be expressed as formula (2):

[0081] in, This represents the minimum cost to reach the k-th intersection / speed limit section from the starting point. express The minimum cost of the next adjacent road subinterval of the corresponding road subinterval.

[0082] Figure 4 is the second flowchart of the speed curve planning method for rail vehicles provided in this application.

[0083] The process of another speed curve planning method for rail vehicles will be explained below with reference to Figure 4.

[0084] In an exemplary embodiment of this application, as shown in FIG4, after constructing the road reference speed curve for the vehicle road, the speed curve planning method for the rail vehicle may further include steps 410 to 430, which will be described in detail below:

[0085] In step 410, when the current operating scenario of the rail vehicle is detected to be the first operating scenario, the rail vehicle is controlled to run according to the road reference speed curve. The first operating scenario is an operating scenario in which there are no other traffic vehicles in front of the rail vehicle.

[0086] In one embodiment, the current scenario can be detected based on a state machine. If the current operating scenario of the rail vehicle is detected as the first operating scenario, that is, the operating scenario in which there are no other traffic vehicles in front of the rail vehicle, the rail vehicle can be controlled to run according to the road reference speed curve.

[0087] In another embodiment, the state machine can also detect in real time the deviation between the current state of the train and the reference state (the operating state corresponding to the road reference speed curve). If the deviation exceeds a certain threshold, dynamic programming can be triggered to regenerate the road reference speed curve.

[0088] In step 420, when it is detected that the current operating scenario of the rail vehicle is the second operating scenario, the rail vehicle is controlled to stop running according to the road reference speed curve, and the running acceleration of the rail vehicle is adjusted based on the running speed of other traffic vehicles, and the rail vehicle is controlled to run according to the running acceleration, wherein the second operating scenario is the operating scenario in which there are other traffic vehicles in front of the rail vehicle.

[0089] In another embodiment, when the state machine detects that the current operating scenario of the rail vehicle is the second operating scenario, that is, when it detects that there are other traffic participants in the operating scenario ahead of the rail vehicle, the rail vehicle can be controlled to stop running according to the road reference speed curve, and the rail vehicle's running acceleration can be adjusted based on the running speed of the other traffic participants, and the rail vehicle can be controlled to run at the said running acceleration. That is, when other traffic participants are sensed entering the virtual track, the required acceleration of the train is calculated in real time based on the current state of the train and the traffic participant to achieve following the train, and after the other traffic participant leaves the virtual track, the train switches back to the main line operating state.

[0090] In another embodiment, the running acceleration of the rail vehicle can be determined using the following formula (3):

[0091] Among them, a max v represents the maximum acceleration of the train (corresponding to the rail vehicle), and v represents the current speed of the train. t The reference speed of the train is given by Δv, the speed difference between the train and the train ahead is given by s, and the distance between the train and the train ahead is given by s. * The desired distance between the train and the vehicle in front is represented by δ, which can be determined according to the actual situation. It describes the degree of reduction in acceleration of the vehicle when it approaches the desired speed. The larger this value is, the slower the vehicle's acceleration decreases when it approaches the desired speed, which helps to simulate a smoother acceleration process.

[0092] In step 430, when it is detected that the current operating scenario of the rail vehicle is the third operating scenario, the rail vehicle is controlled to stop running according to the road reference speed curve, and the rail vehicle is controlled to stop at a position that matches the station location information based on the station location information. The third operating scenario is the operating scenario in which the rail vehicle is about to enter the station.

[0093] In another embodiment, when the state machine detects that the current operating scenario of the rail vehicle is the third operating scenario, that is, when it is detected that the rail vehicle is about to enter the station, the rail vehicle can be controlled to stop running according to the road reference speed curve, and the rail vehicle can be controlled to stop at the position that matches the station location information based on the station location information. That is, when the distance between the intelligent rail train and the next station is less than the threshold, the train enters the station parking state, realizing precise parking at the platform.

[0094] As described above, the speed curve planning method for rail vehicles provided in this application is applied to rail vehicles traveling on vehicle roads, which include traffic light intersections and / or speed-limited sections. The method includes: dividing the vehicle road into multiple road sub-sections based on the traffic light intersections and / or speed-limited sections; determining the arrival and departure times of the rail vehicle within each road sub-section, and the speed limit information for the rail vehicle within each road sub-section, wherein the speed limit information pertains to the traffic light intersections and / or speed-limited sections; constructing operational constraints based on the arrival and departure times and speed limit information; determining a sub-section reference speed curve for the rail vehicle within each road sub-section based on the operational constraints; and constructing a road reference speed curve for the entire vehicle road based on the reference speed curves for each sub-section. This method enables accurate and efficient speed curve planning for rail vehicles, ensuring that the rail vehicles operate according to the road reference speed curve, avoiding frequent starts and stops, and achieving comfortable and energy-efficient operation of the rail vehicles.

[0095] The speed curve planning device for rail vehicles provided in this application is described below. The speed curve planning device for rail vehicles described below can be referred to in correspondence with the speed curve planning method for rail vehicles described above.

[0096] Figure 5 is a structural schematic diagram of the speed curve planning device for rail vehicles provided in this application.

[0097] The structure of the speed curve planning device for rail vehicles provided in this application will be described below with reference to Figure 5.

[0098] In an exemplary embodiment of this application, the speed curve planning device for rail vehicles can be applied to rail vehicles traveling on vehicle roads, which include traffic light intersections and / or speed-limited sections. Referring to Figure 5, the speed curve planning device for rail vehicles may include a partitioning module 510, a determination module 520, a generation module 530, a processing module 540, and a construction module 550. Each module will be described below.

[0099] The segmentation module 510 can be configured to divide the vehicle road into multiple road sub-sections based on traffic light intersections and / or speed limit sections in the vehicle road.

[0100] The determining module 520 can be configured to determine the arrival and running time information of the rail vehicle in the road sub-section, and the speed limit information of the rail vehicle in the road sub-section, wherein the speed limit information is the speed limit information about the traffic light intersection and / or the speed limit section.

[0101] The generation module 530 can be configured to construct operating constraints based on the arrival time information and the speed limit information;

[0102] Processing module 540 can be configured to determine the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operating constraints;

[0103] The construction module 550 can be configured to construct a road reference speed curve for the vehicle road based on the reference speed curves of each sub-section of each road sub-section.

[0104] In one exemplary embodiment of this application, the processing module 540 may further be configured to:

[0105] For the road sub-section, passenger comfort index function, energy consumption index function, and punctuality index function are determined respectively, and based on the passenger comfort index function, the energy consumption index function, and the punctuality index function, a target optimization function is constructed for the road sub-section.

[0106] The processing module 540 can determine the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operational constraints in the following manner:

[0107] Based on the objective optimization function and the operational constraints, a sub-section reference speed curve for the rail vehicle in the road sub-section is determined so that the function value of the objective optimization function under the sub-section reference speed curve is maximized.

[0108] In an exemplary embodiment of this application, the processing module 540 may construct a target optimization function for the road sub-section based on the passenger comfort index function, the energy consumption index function, and the punctuality index function in the following manner:

[0109] The first weighting coefficient of the passenger comfort index function, the second weighting coefficient of the energy consumption index function, and the third weighting coefficient of the punctuality index function are obtained respectively.

[0110] Based on the passenger comfort index function, the first weight coefficient, the energy consumption index function, the second weight coefficient, the punctuality index function, and the third weight coefficient, a target optimization function is constructed for the road sub-section.

[0111] In an exemplary embodiment of this application, the processing module 540 may implement the determination of the passenger comfort index function in the following manner:

[0112] Determine the acceleration of the rail vehicle;

[0113] The passenger comfort index function is determined based on the acceleration of the rail vehicle.

[0114] In an exemplary embodiment of this application, the processing module 540 may determine the energy consumption index function in the following manner:

[0115] Determine the speed of the rail vehicle, as well as the traction and / or braking force of the rail vehicle;

[0116] The passenger comfort index function is determined based on the speed of the rail vehicle and its traction and / or braking force.

[0117] In an exemplary embodiment of this application, the processing module 540 may determine the timeliness index function in the following manner:

[0118] Determine the arrival and running time information of the rail vehicle in the road sub-section;

[0119] Based on the arrival time information, the on-time performance index function is determined.

[0120] In an exemplary embodiment of this application, the construction module 550 may construct a road reference speed curve for the vehicle road based on the reference speed curves of each sub-section of each road sub-section in the following manner:

[0121] For any of the road sub-sections, obtain the reference speed curve of the preceding sub-section of the road sub-section that is adjacent to the road sub-section.

[0122] Based on the Bellman equation and the preceding sub-interval reference speed curve, the sub-interval reference speed curve is optimized to obtain the optimized sub-interval reference speed curve of the road sub-interval, so as to minimize the state transition cost between the preceding sub-interval reference speed curve and the optimized sub-interval reference speed curve.

[0123] Based on the optimized sub-interval reference speed curves of each of the road sub-intervals, a road reference speed curve for the vehicle road is constructed.

[0124] In one exemplary embodiment of this application, the construction module 550 may also be configured to:

[0125] When the current operating scenario of the rail vehicle is detected to be the first operating scenario, the rail vehicle is controlled to run according to the road reference speed curve, wherein the first operating scenario is an operating scenario in which there are no other traffic vehicles in front of the rail vehicle;

[0126] If the current operating scenario of the rail vehicle is detected to be the second operating scenario, the rail vehicle is controlled to stop running according to the road reference speed curve, and the running acceleration of the rail vehicle is adjusted based on the running speed of the other traffic participating vehicles, and the rail vehicle is controlled to run according to the running acceleration, wherein the second operating scenario is the operating scenario in which there are other traffic participating vehicles in front of the rail vehicle.

[0127] If the current operating scenario of the rail vehicle is detected to be the third operating scenario, the rail vehicle is controlled to stop running according to the road reference speed curve, and the rail vehicle is controlled to stop at a position that matches the station location information based on the station location information. The third operating scenario is the operating scenario in which the rail vehicle is about to enter the station.

[0128] Based on the same inventive concept, this application also provides a rail vehicle, the structure of which will be described below in conjunction with the following embodiments.

[0129] In an exemplary embodiment of this application, the rail vehicle may include: a rail vehicle body and a processor, wherein the processor is used to execute the rail vehicle speed curve planning method described in any of the preceding embodiments. This achieves accurate and efficient speed curve planning for the rail vehicle, enabling it to operate according to a road reference speed curve, avoiding frequent starts and stops, and achieving comfortable and energy-efficient operation of the rail vehicle.

[0130] Figure 6 illustrates a schematic diagram of the physical structure of an electronic device. As shown in Figure 6, the electronic device may include: a processor 610, a communication interface 620, a memory 630, and a communication bus 640. The processor 610, the communication interface 620, and the memory 630 communicate with each other through the communication bus 640. The processor 610 can call logic instructions in the memory 630 to execute a speed curve planning method for a rail vehicle. This method is applied to a rail vehicle traveling on a road that includes traffic light intersections and / or speed-limited sections. The method includes: dividing the rail vehicle road into multiple road sub-sections based on the traffic light intersections and / or the speed-limited sections; determining the arrival time information and speed limit information of the rail vehicle in each road sub-section, wherein the speed limit information pertains to the traffic light intersections and / or the speed-limited sections; constructing operational constraints based on the arrival time information and the speed limit information; determining a sub-section reference speed curve for the rail vehicle in each road sub-section based on the operational constraints; and constructing a road reference speed curve for the entire rail vehicle road based on the sub-section reference speed curves of each of the road sub-sections.

[0131] Furthermore, the logical instructions in the aforementioned memory 630 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0132] On the other hand, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the speed curve planning method for rail vehicles provided by the above methods. The method is applied to rail vehicles that travel on vehicle roads, which include traffic light intersections and / or speed-limited sections. The method includes: dividing the vehicle road into multiple road sub-sections based on the traffic light intersections and / or the speed-limited sections; determining the arrival time information of the rail vehicle in the road sub-section and the speed limit information of the rail vehicle in the road sub-section, wherein the speed limit information is speed limit information related to the traffic light intersections and / or the speed-limited sections; constructing operating constraints based on the arrival time information and the speed limit information; determining the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operating constraints; and constructing a road reference speed curve for the vehicle road based on the sub-section reference speed curves of each of the road sub-sections.

[0133] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements a speed curve planning method for a rail vehicle provided by the methods described above. The method is applied to a rail vehicle traveling on a road that includes traffic light intersections and / or speed-limited sections. The method includes: dividing the road into multiple road sub-sections based on the traffic light intersections and / or the speed-limited sections; determining the arrival time information of the rail vehicle in the road sub-section and the speed limit information of the rail vehicle in the road sub-section, wherein the speed limit information is speed limit information related to the traffic light intersections and / or the speed-limited sections; constructing operating constraints based on the arrival time information and the speed limit information; determining a sub-section reference speed curve for the rail vehicle in the road sub-section based on the operating constraints; and constructing a road reference speed curve for the rail vehicle based on the sub-section reference speed curves of each of the road sub-sections.

[0134] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0135] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0136] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A speed curve planning method for a rail vehicle, the method being applied to a rail vehicle traveling on a road, the road including traffic light intersections and / or speed-limited sections, the method comprising: Based on the traffic light intersections and / or speed-limited sections in the vehicle road, the vehicle road is divided into multiple road sub-sections; Determine the arrival and running time information of the rail vehicle in the road sub-section, and the speed limit information of the rail vehicle in the road sub-section, wherein the speed limit information is the speed limit information regarding the traffic light intersection and / or the speed limit section; Based on the arrival time information and the speed limit information, operational constraints are constructed; Based on the operational constraints, the sub-section reference speed curve of the rail vehicle in the road sub-section is determined; Based on the reference speed curves of each sub-section of the road, a road reference speed curve for the vehicle road is constructed.

2. The speed profile planning method of a rail vehicle according to claim 1, wherein, Before determining the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operational constraints, the method further includes: For the road sub-section, passenger comfort index function, energy consumption index function, and punctuality index function are determined respectively, and based on the passenger comfort index function, the energy consumption index function, and the punctuality index function, a target optimization function is constructed for the road sub-section. The determination of the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operational constraints specifically includes: Based on the objective optimization function and the operational constraints, a sub-section reference speed curve for the rail vehicle in the road sub-section is determined so that the function value of the objective optimization function under the sub-section reference speed curve is maximized.

3. The speed profile planning method of a rail vehicle according to claim 2, wherein, The objective optimization function constructed based on the passenger comfort index function, the energy consumption index function, and the punctuality index function for the road sub-section specifically includes: The first weighting coefficient of the passenger comfort index function, the second weighting coefficient of the energy consumption index function, and the third weighting coefficient of the punctuality index function are obtained respectively. Based on the passenger comfort index function, the first weight coefficient, the energy consumption index function, the second weight coefficient, the punctuality index function, and the third weight coefficient, a target optimization function is constructed for the road sub-section.

4. The speed profile planning method of a rail vehicle according to claim 3, wherein, The passenger comfort index function is determined in the following way: Determine the acceleration of the rail vehicle; The passenger comfort index function is determined based on the acceleration of the rail vehicle.

5. The speed profile planning method of a rail vehicle according to claim 3, wherein, The energy consumption index function is determined in the following way: Determine the speed of the rail vehicle, as well as the traction and / or braking force of the rail vehicle; The passenger comfort index function is determined based on the speed of the rail vehicle and its traction and / or braking force.

6. The speed profile planning method of a rail vehicle according to claim 3, wherein, The timeliness index function is determined in the following manner: Determine the arrival and running time information of the rail vehicle in the road sub-section; Based on the arrival time information, the on-time performance index function is determined.

7. The speed profile planning method of a rail vehicle according to any one of claims 1 to 6, wherein, The construction of a road reference speed curve for the vehicle road based on the reference speed curves of each of the road sub-intervals specifically includes: For any of the road sub-sections, obtain the reference speed curve of the preceding sub-section of the road sub-section that is adjacent to the road sub-section. Based on the Bellman equation and the preceding sub-interval reference speed curve, the sub-interval reference speed curve is optimized to obtain the optimized sub-interval reference speed curve of the road sub-interval, so as to minimize the state transition cost between the preceding sub-interval reference speed curve and the optimized sub-interval reference speed curve. Based on the optimized sub-interval reference speed curves of each of the road sub-intervals, a road reference speed curve for the vehicle road is constructed.

8. The speed profile planning method of a rail vehicle according to claim 7, wherein, After constructing the road reference speed curve for the vehicle road, the method further includes: When the current operating scenario of the rail vehicle is detected to be the first operating scenario, the rail vehicle is controlled to run according to the road reference speed curve, wherein the first operating scenario is an operating scenario in which there are no other traffic vehicles in front of the rail vehicle; If the current operating scenario of the rail vehicle is detected to be the second operating scenario, the rail vehicle is controlled to stop running according to the road reference speed curve, and the running acceleration of the rail vehicle is adjusted based on the running speed of the other traffic participating vehicles, and the rail vehicle is controlled to run according to the running acceleration, wherein the second operating scenario is the operating scenario in which there are other traffic participating vehicles in front of the rail vehicle. If the current operating scenario of the rail vehicle is detected to be the third operating scenario, the rail vehicle is controlled to stop running according to the road reference speed curve, and the rail vehicle is controlled to stop at a position that matches the station location information based on the station location information. The third operating scenario is the operating scenario in which the rail vehicle is about to enter the station.

9. A speed profile planning device for a rail vehicle, wherein, The device is applied to a rail vehicle that travels on a roadway, the roadway including traffic light intersections and / or speed-limited sections, and the device includes: The segmentation module is used to divide the vehicle road into multiple road sub-sections based on traffic light intersections and / or speed limit sections in the vehicle road; The determining module is used to determine the arrival and running time information of the rail vehicle in the road sub-section, and the speed limit information of the rail vehicle in the road sub-section, wherein the speed limit information is the speed limit information about the traffic light intersection and / or the speed limit section; The generation module is used to construct operational constraints based on the arrival time information and the speed limit information; The processing module determines the sub-section reference speed curve of the rail vehicle in the road sub-section based on the operational constraints. A construction module is used to construct a road reference speed curve for the vehicle road based on the reference speed curves of each sub-section of each road sub-section.

10. A rail vehicle, comprising: The rail vehicle itself, and A processor, wherein the processor is configured to execute the speed curve planning method for a rail vehicle as described in any one of claims 1 to 8.

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