CN113401173B - Train operation control method and device, electronic equipment and storage medium - Google Patents
Train operation control method and device, electronic equipment and storage medium Download PDFInfo
- Publication number
- CN113401173B CN113401173B CN202110722167.9A CN202110722167A CN113401173B CN 113401173 B CN113401173 B CN 113401173B CN 202110722167 A CN202110722167 A CN 202110722167A CN 113401173 B CN113401173 B CN 113401173B
- Authority
- CN
- China
- Prior art keywords
- train
- energy
- saving
- road
- coasting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 52
- 238000005381 potential energy Methods 0.000 claims description 27
- 238000006243 chemical reaction Methods 0.000 claims description 21
- 230000005484 gravity Effects 0.000 claims description 16
- 230000008859 change Effects 0.000 claims description 13
- 238000011217 control strategy Methods 0.000 claims description 11
- 238000004590 computer program Methods 0.000 claims description 10
- 230000007704 transition Effects 0.000 claims description 4
- 238000005265 energy consumption Methods 0.000 abstract description 15
- 230000009286 beneficial effect Effects 0.000 abstract description 5
- 230000001133 acceleration Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 8
- 238000004364 calculation method Methods 0.000 description 7
- 238000004891 communication Methods 0.000 description 6
- 238000004134 energy conservation Methods 0.000 description 5
- 230000036461 convulsion Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention provides a train operation control method, a train operation control device, electronic equipment and a storage medium, wherein the method comprises the following steps: acquiring a control level of a train on a current running road section; if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and the road condition data of the energy-saving road; and if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road. The method, the device, the electronic equipment and the storage medium provided by the invention are beneficial to reducing the train traction energy consumption and the train braking energy consumption, realizing the energy-saving operation of the train and improving the train operation efficiency.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train operation control method and device, electronic equipment and a storage medium.
Background
With the rapid development of rail transit, the power consumption of rail transit trains is increased rapidly, and the research on energy conservation is more and more important. By increasing the idle working condition in the running process, the method is favorable for reducing the train traction energy consumption and realizing the purpose of energy conservation.
In the prior art, a train running interval is divided into a plurality of sub-intervals, and the train is manually controlled to be dragged, lazed and braked according to line data of each sub-interval, so that energy-saving control is implemented on the train. The method needs to re-plan threshold setting for different lines, has large debugging workload and complex flow, cannot be directly applied to the lines with high operation peak time and operation pressure, and has poor energy-saving effect.
Disclosure of Invention
The invention provides a train operation control method, a train operation control device, electronic equipment and a storage medium, which are used for solving the technical problem of high energy consumption of train operation in the prior art.
The invention provides a train operation control method, which comprises the following steps:
acquiring a control level of a train on a current running road section;
if the control level is a traction level and an energy-saving road exists in the current running road section, determining an energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and road condition data of the energy-saving road;
and if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
According to the train operation control method provided by the invention, the energy-saving road comprises a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is a curve entrance; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp end point.
According to the train operation control method provided by the present invention, the determining an energy-saving coasting prediction speed of the train from the current position coasting to the specified position of the energy-saving road based on the current position of the train, the current speed, and the road condition data of the energy-saving road includes:
determining potential energy and kinetic energy of the train at the current location based on the height of the center of gravity and road condition data of the train at the current location, and the current speed;
determining the potential energy of the train at the designated position of the energy-saving road based on the gravity center height of the train at the designated position of the energy-saving road and the road condition data;
determining the consumed energy of the train coasting from the current position to the specified position of the energy-saving road based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train coasting from the current position to the designated position of the energy-saving road;
and determining the energy-saving coasting predicted speed of the train from the current position to the designated position of the energy-saving road based on the kinetic energy of the train at the designated position of the energy-saving road.
According to the train operation control method provided by the invention, the step of acquiring the control level of the train on the current running road section comprises the following steps:
if the control level is a traction level and the current running section has a stopping point, determining the coasting braking conversion position of the current running section based on the position of the stopping point;
determining a coasting deceleration predicted speed of said train from said current position to said coasting brake transition location based on said current position, said current speed of said train, and road condition data between said current position and said coasting brake transition location;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
According to the train operation control method provided by the invention, the step of switching the control level of the train at the current position to the coasting level and controlling the train to coast from the current position to the designated position of the energy-saving road comprises the following steps:
determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train;
and if the grade switching impact rate is greater than a preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
According to the train operation control method provided by the invention, the step of switching the control level of the train at the current position to the coasting level and controlling the train to coast from the current position to the designated position of the energy-saving road comprises the following steps:
dividing the current driving road section into a plurality of driving sections based on the speed change point and the slope change point in the current driving road section;
determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval;
and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
According to the train operation control method provided by the present invention, the determining the energy saving operation time for each travel section includes:
acquiring the energy-saving operation time of the train on the current driving road section in the previous operation period;
and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
The invention provides a train operation control device, comprising:
the acquisition unit is used for acquiring the control level of the train on the current running road section;
a prediction unit, configured to determine an energy-saving coasting prediction speed at which the train coasts from the current position to the energy-saving road specified position based on the current position of the train, a current speed, and road condition data of the energy-saving road if the control level is a traction level and the energy-saving road exists in the current travel link;
and the control unit is used for switching the control level of the train at the current position to a coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, and controlling the train to coast from the current position to the specified position of the energy-saving road.
The invention also provides an electronic device, which comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein the processor realizes the steps of the train running control method when executing the computer program.
The present invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the train operation control method.
The method, the device, the electronic equipment and the storage medium for controlling the train operation provided by the invention can be used for determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road according to the current position and the current speed of the train and the command speed of the train at the specified position of the energy-saving road, switching the control level of the train at the current position to the coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, controlling the train to coast from the current position to the specified position of the energy-saving road, fully utilizing ramps, curves and the like according to the actual road condition of the current driving road section, increasing the coasting working condition in the train operation process, being beneficial to reducing the train traction energy consumption and train braking energy consumption, realizing the energy-saving operation of the train, simultaneously being capable of adapting to different line conditions without manual adjustment and improving the train operation efficiency.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic flow chart of a train operation control method provided by the present invention;
FIG. 2 is a schematic diagram of route matching provided by the present invention;
FIG. 3 is a schematic illustration of a single uphill coast provided by the present invention;
FIG. 4 is a schematic illustration of a single downhill coasting provided by the present invention;
FIG. 5 is a schematic illustration of a multi-grade coasting provided by the present invention;
FIG. 6 is a schematic diagram illustrating calculation of equivalent slope kinetic energy provided by the present invention;
FIG. 7 is a schematic structural diagram of a train operation control device provided by the present invention;
fig. 8 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic flow chart of a train operation control method provided by the present invention, and as shown in fig. 1, the method includes:
and step 110, acquiring a control level of the train on the current running road section.
Specifically, the train in the embodiment of the invention can be a subway, an urban railway and the like. The current travel segment may be a segment of the train between two stops.
For example, fig. 2 is a schematic diagram of route matching provided by the present invention, as shown in fig. 2, under some conditions, the ground signal system does not issue a complete route between two stations to a full Automatic driving system (ATO), and at this time, the ATO needs to match the route by itself. Specifically, the ATO stores a default route track section list of the entire route, and generally, the train travels along the route. When the ATO receives only a part of the route between two stops, such as the 02 zone-05 zone, the route is matched with the default route track zone list, and is cut off from the next stop platform, and the intercepted route part, such as the 02 zone-08 zone, is used as an energy-saving planning target. At this time, the intercepted route portion may be taken as the current travel section.
The control of the train is realized by adopting a plurality of control levels, and the control levels comprise a traction level, a coasting level and a braking level. The traction device comprises a plurality of traction stages, wherein each traction stage corresponds to a preset acceleration; the braking level is provided with a plurality of braking levels, and each braking level corresponds to a preset deceleration; the coasting level has one, which corresponds to zero acceleration.
And step 120, if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and the road condition data of the energy-saving road.
Specifically, the eco-road refers to a slope, a curve, and the like existing in a travel section. For example, most rail transit lines run at full speed according to the speed limit at present, the favorable condition of gradient is not fully utilized, and the electric energy waste is caused. When the train runs on a downhill road in the current running road section, the energy-saving advantage of the ramp can be fully utilized, namely, gravitational potential energy is converted into kinetic energy, so that traction output is reduced, and the electric energy consumption is reduced. Furthermore, curves are also widely present in the driving route. When a train passes a curve, if the difference between the train speed and the design speed of the curve is large, the train wheel pair transversely extrudes the track, the friction force is increased steeply, and the kinetic energy of the train is seriously consumed. Therefore, the difference between the vehicle speed and the curve design speed can be reduced by properly reducing the vehicle speed, so that the kinetic energy consumption of the train is reduced.
The road condition data of the energy-saving road refers to data related to road condition information of the energy-saving road, and includes the type of the road, the length of the road, the resistance of the road, and the like. For example, for a hill, the road condition data may include a grade, a length of the hill, a base resistance of the road, and the like. For curves, the road condition data may include curve length, road base resistance, curve additional resistance, and the like.
The designated position of the energy-saving road is a position for measuring whether the train can coast through the energy-saving road. For example, for a curve, the energy-saving road specified position may be a curve entrance.
And if the control level is a traction level and an energy-saving road exists in the current running road section, performing energy-saving control according to the type of the energy-saving road. The energy-saving control means that traction is not applied in the process that the train runs from the current position to the designated position of the energy-saving road, and the train only depends on the inertia sliding of the train, so that the electric energy consumption caused by the traction is saved.
According to the current position and the current speed of the train and the road condition data of the energy-saving road, the energy-saving coasting predicted speed of the train can be calculated. The predicted speed of the energy-saving coasting is the predicted speed of the train coasting from the current position to the specified position of the energy-saving road.
And step 130, if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
Specifically, the command speed is a set speed of the train at each position on the current driving section, and can be obtained according to a speed control curve of the train. The preset condition is used for measuring the difference between the energy-saving coasting prediction speed and the command speed. For example, configuration parameter C may be set para3 The configuration parameter may be used to represent a speed control margin of the energy-saving coasting predicted speed V, and may be determined according to actual conditions. The preset condition may be (V + C) para3 )＞＝V cmd Representing the predicted speed V and the configuration parameter C of the energy-saving coasting para3 Sum of not less than the command speed V cmd 。
If the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, the fact that the train has enough energy to run from the current position to the specified position of the energy-saving road can be indicated if the coasting control mode is adopted, and traction can be omitted. At this time, the control level of the train at the current position may be switched to the coasting level, and the train may be controlled to coast from the current position to the energy-saving road designated position.
If the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road do not meet the preset conditions, the fact that the train does not have enough energy to run from the current position to the specified position of the energy-saving road and traction must be applied is indicated if the coasting control mode is adopted. At this time, the control level of the train at the current position can be maintained as the traction level.
According to the train operation control method provided by the embodiment of the invention, the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road is determined according to the current position and the current speed of the train and the road condition data of the energy-saving road, if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, the control level of the train at the current position is switched to the coasting level, the train is controlled to coast from the current position to the specified position of the energy-saving road, ramps, curves and the like can be fully utilized according to the actual road condition of the current driving road section, the coasting working condition is increased in the train operation process, the train traction energy consumption and the train braking energy consumption are reduced, the energy-saving operation of the train is realized, meanwhile, the required calculation parameters are easy to obtain, the method can be suitable for different line conditions, the manual adjustment is not needed, and the train operation efficiency is improved.
Based on the above embodiment, the energy-saving road includes a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is the entrance of the curve; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
Specifically, when the energy-saving road is a curve, the energy-saving road specified position is a curve entrance. For example, traverse all curves in the range of approach (curve length less than C) para1 Or the radius of the curve is greater than C para2 Except for). For each curve therein, according to the trainThe current position, the current speed and the road condition data of the energy-saving road are calculated, the energy-saving coasting predicted speed V of the train coasting from the current position to the entrance of the curve is calculated, and the predicted speed V is compared with the command speed V of the entrance of the curve cmd In comparison, if (V + C) is satisfied para3 )＞＝V cmd And correcting the traction level calculated by the train into an idle level. C para3 Is a configuration parameter. C para1 For curve length limiting factor, C para2 The curve radius limiting coefficient can be set according to actual conditions.
The curve position should ensure that the train speed is close to the command speed as much as possible, so that the braking energy can be saved when the train operates.
And when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp end point. For example, fig. 3 is a schematic diagram of coasting on a single uphill slope according to the present invention, and as shown in fig. 3, when a single uphill slope exists in the current driving route, the command speed V of the slope end point is calculated cmd And a train speed V coasting from the current position of the train to the end of the grade. If (V + C) para3 )＞＝V cmd Then no acceleration is required from the current position to the uphill end. FIG. 4 is a schematic diagram of single downhill coasting provided by the present invention, where, as shown in FIG. 4, when there is a single uphill slope in the current driving section, the command speed V for the end of the slope is calculated cmd And a train speed V coasting from the current position of the train to the end of the grade. If (V + C) para3 )＞＝V cmd Then no acceleration is required from the current position to the end of the downhill slope. FIG. 5 is a schematic diagram of the multi-slope coasting provided by the present invention, as shown in FIG. 5, the speed of coasting to each slope end at the current position and the commanded speed at each slope end are calculated for the multi-slope, as long as there is one point satisfying (V + C) parr3 )＞＝V cmd Then no acceleration is required. In the figure, the coasting speed V at the end point of each ramp is calculated in sequence from far to near according to the distance between the ramp and the train i I =1,2,3,4. If one (V) exists i +C para3 )＞＝V cmd If yes, the train can be coasted to the end point of the ramp, and when the traction level is calculated, the train is corrected to be the coasted level.
By reasonably utilizing the ramp, the traction energy can be saved when the train runs.
Based on any of the above embodiments, step 120 includes:
determining potential energy and kinetic energy of the train at the current position based on the gravity center height of the train at the current position, road condition data and the current speed;
determining potential energy of the train at the designated position of the energy-saving road based on the gravity center height of the train at the designated position of the energy-saving road and the road condition data;
determining the energy consumption of the train from the current position to the designated position of the energy-saving road in an idling manner based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train from the current position to the designated position of the energy-saving road in an idle mode;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
Specifically, the purpose of the energy-saving coasting prediction speed is to judge whether the difference between the command speed of a certain position and the train speed meets the requirement when the train coasts to the certain position at the current position and the current speed. The train speed is predicted, and factors such as basic resistance, gradient, curve, wind tunnel and the like need to be considered.
The energy-saving coasting prediction speed can be calculated according to an energy conservation formula. The embodiment of the invention considers that the train is a multi-mass-point object, and uses an inertial mass, a static mass, a reference point potential energy difference and an energy conservation formula to calculate the energy of the train when the train is positioned in a plurality of slope sections.
The energy conservation formula can be expressed as:
in the formula, M i Is the dynamic mass or the inertial mass of the train, is the static mass M of the train p And inertiaEquivalent mass M rot And g is the gravity acceleration, v is the train speed, h is the height of the gravity center of the train, W is the consumed energy of the train, and E is the total energy of the train.
FIG. 6 is a schematic diagram illustrating calculation of equivalent gradient kinetic energy according to the present invention, as shown in FIG. 6, the vehicle length is L, the gravitational acceleration is g, and the vehicle head position P is at B B And a vehicle head position P A Basic resistance R f Curve additional resistance R of each curve cramp Length L corresponding to each curve cramp 。
Suppose point A is the potential energy reference point and the speed is V A The length of the train on a 30 per mill slope is L A1 The height of the center of gravity is:
h A1 ＝-(1/2)*L A1 *(30/1000)
the kinetic energy of the vehicle is:
the potential energy of the vehicle is as follows:
E A2 ＝(M p *L A1 /L)*g*h A1
assuming that the point B is the potential energy reference point,
the length of the train at the gradient of-10 per thousand is L B1 The height of the center of gravity is:
h B1 ＝-(1/2)*L B1 *(10/1000)
the length of the train at the gradient of 10 per thousand is L B2 The height of the center of gravity is:
h B2 ＝-(1/2)*L B2 *(10/1000)
the length of the train at the gradient of-20 per mill is L B3 The height of the center of gravity is:
h B3 ＝(1/2)*L B3 *(20/1000)-L B2 *(10/1000)
the potential energy of the vehicle is as follows:
E B2 ＝(M p *L B1 /L)*g*h B1 +(M p *L B2 /L)*g*h B2 +(M p *L B3 /L)*g*h B3
the AB point has a gradient of 0 per mill, -20 per mill, and a length of 10 per mill L sequentially ramp(1) ，L ramp(2) ，L ramp(3) . Potential energy difference at the point AB is as follows:
ΔE＝M p *g(0*L ramp(1) +(–20/1000)*L ramp(2) +(10/1000*L ramp(3) )
considering the basic resistance and the curve influence, the B point kinetic energy is as follows:
E B1 ＝E A1 +E A2 –ΔE–E B2 +W
wherein, the consumption energy W for overcoming the resistance of the train is as follows:
according to the kinetic energy of the train at the point B, the energy-saving coasting predicted speed V of the train from the point A to the point B can be determined B Is formulated as:
based on any of the above embodiments, step 110 then includes:
if the control level is a traction level and a stopping point exists on the current running road section, determining the coasting braking conversion position of the current running road section based on the position of the stopping point;
determining the stopping coasting predicted speed of the train from the current position coasting to the coasting braking conversion position based on the current position and the current speed of the train and road condition data between the current position and the coasting braking conversion position;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
In particular, existing parking control strategies are traction-braking, cruise-braking, traction-cruise-braking, and the like. In order to save brake energy while stopping accurately, a coasting brake switch position may be provided, i.e. before this position the train is set to coasting mode, after which the accurate braking is performed according to the stopping position. The coasting brake switching position is set between the current position of the train and the stopping point, and the distance between the coasting brake switching position and the stopping point can be set as required.
The coasting deceleration predicted speed is a predicted speed of the train from a current position coasting to a coasting brake switching position. If the train is driven to the stopping point, if the control level is a traction level, the stopping coasting predicted speed of the train from the current position to the coasting brake conversion position can be determined according to the current position and the current speed of the train and road condition data between the current position and the coasting brake conversion position.
And if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet the preset condition, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
For example, to not affect the precision parking function, (parking position-C) para4 ) As a coasting-braking switching position, C para4 Are configuration parameters. Calculating the coasting of the train from the current position to (stopping position-C) para4 ) Train speed V and (stopping point position-C) para4 ) Is commanded to speed V cmd If (V + C) para3 )＞＝V cmd Then, when the pull level is calculated, the pull level is corrected to be the limp-home level.
The traction is not applied in the process that the train runs from the current position to the coasting braking conversion position, and the inertia sliding of the train is only relied on, so that the electric energy consumption caused by the traction is saved.
According to any of the above embodiments, when the scheduled operation time is rich, if the train operates at an extremely low speed, passengers may be concerned about the occurrence of train failure, and therefore, the operation efficiency should be restricted from being too low. The specific method is that the current position, the speed V from the current speed coasting to the current gradient end point and the current gradient are calculatedEnd of line command velocity V cmd Only is (V)>C para5 ) And (V + C) para6 )＞V cmd ) Then the pull level bit can be modified to the lazy level bit.
C para5 And C para6 The speed limiting coefficient can be set according to actual conditions.
Based on any of the above embodiments, step 130 includes:
determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train;
and if the grade switching impact rate is greater than the preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
Specifically, in order to avoid the phenomena that the comfort of passengers is reduced and the like due to obvious speed change caused by overlarge train level switching amplitude when the traction level is switched to the coasting level, a preset switching impact rate can be set to measure the level switching of the train.
The grade switching impact rate is the change rate of the acceleration degree of the train, and can be obtained by solving according to the traction grade of the train at the current position and the coasting grade of the train.
If the grade switching impact rate is greater than the preset switching impact rate, the traction grade is temporarily and directly switched to the coasting grade, the current traction grade can be updated to the traction grade with a smaller gear according to the preset switching impact rate, then the grade switching impact rate of the train is calculated again, if the current traction grade is still not satisfied, the traction grade continues to be reduced, and when the obtained grade switching impact rate is less than or equal to the preset switching impact rate, the updated traction grade is switched to the coasting grade.
For example, configuring the impact Rate parameter C Jerk When the traction working condition is converted into the coasting working condition, if the impact rate is greater than C Jerk Then the lazy level bit is not used immediately and the calculation satisfies C Jerk The corresponding level is calculated according to the vehicle parameters.
Based on any of the embodiments described above, a starting speed at which the current location of the train starts coasting is determined based on the commanded speed of the train in the current travel segment.
Specifically, the starting speed of the train starting to coast at the current position is the coasting allowable speed of the train at the current position.
Based on any of the above embodiments, in order to keep the energy-saving operation time consistent with the scheduled operation time, the braking step deceleration can be adopted, and the lowest topping speed is MIN (train current speed, C) in topping calculation para5 ) Wherein, C para5 The peak-clipping configuration value can be configured according to the requirement. The topping speed is used to modify the maximum limit speed of the train.
Based on any of the above embodiments, step 130 is followed by:
dividing the current driving road section into a plurality of driving sections based on the speed change point and the slope change point in the current driving road section;
determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval;
and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
Specifically, the shift point is a point at which the speed limit is changed during the operation of the train. The grade change point is a point for changing the grade in the running process of the train. The current travel section may be divided into a plurality of travel sections according to a speed change point and a grade change point in the current travel section.
The coasting allowable speed is a starting speed at which the train starts coasting at the current position. The ceiling speed limit of the train is the highest speed limit of the train. Control strategies include traction, braking, coasting, and cruise, among others. The cruise is that the train keeps the speed of the train stable at a set value through traction, braking and combination.
For example, after the current driving road segment is divided into a plurality of driving sections, all sections are traversed, and taking any section as an example, the current position of the train in the section is P 3 The end position P of the segment 4 . Calculating P 3 Coasting to P 4 Velocity V of coast (ii) a Calculating P 3 、P 4 Starting speed V at which coasting energy saving can be started coast3 、V coast4 (ii) a Calculating P 3 、P 4 Target point limiting speed V tar3 、V tar4 (ii) a Ceiling speed limit V is calculated ceil 。
The following logic may be employed to determine the control strategy and operating time for the travel interval:
if the inlet velocity V 3 >V tar3 :
Brake pass, calculate time and exit velocity
If the inlet velocity V 3 <＝V tar3 :
If V 3 >＝V coast3 ：
If V tar4 <V ceil :
If V coast <V tar4 :
Coasting pass, calculating time and exit velocity
If V coast >＝V tar4 :
If the coasting acceleration is >0:
distinguishing between coasting-cruise-brake passage, or coasting-brake passage, calculating passage time and exit speed
If the coasting acceleration < =0:
coasting-brake passing, calculating time and exit velocity
If V tar4 >＝V ceil :
If V coast <＝V ceil :
Coasting pass, calculating time and exit velocity
If V coast >V ceil :
If the coasting acceleration is >0:
and (3) coasting-cruising, calculating the passing time and the exit speed if coasting acceleration < =0:
exception handling
If V 3 <＝V coast3 ：
If V 3 >＝V ceil :
If V coast4 <＝MIN(V tar4 ，V ceil )：
If the coasting acceleration is <0:
cruise-coasting pass, calculating pass time and exit speed
If the coasting acceleration > =0:
exception handling
If V tar4 <V ceil ：
Cruise-brake pass, time and exit speed calculation
And others:
cruise pass, calculate time and exit velocity
If V 3 <V ceil :
Calculating the current speed to reach P 4 Velocity V of 4 And time
If V 4 <＝MIN(V tar4 ，V ceil )：
If V 4 <V coast4 ：
Speeding through, calculating time and exit velocity
If V 4 >＝V coast4 ：
Speeding-coasting-through, calculating time and exit velocity
If V 4 >MIN(V tar4 ，V ceil )：
If V coast4 <MIN(V tar4 ，V ceil )：
Differentiating between acceleration-coasting passage, or acceleration-cruise-coasting passage, calculating passage time and exit speed
If V coast4 >＝MIN(V tar4 ，V ceil )：
Discriminating between accelerator-brake passage, or accelerator-cruise-brake passage, calculating passage time and exit speed
The embodiment of the invention provides a train operation control method, which can be used for globally planning the operation time and has stronger prediction capability.
Based on any of the above embodiments, determining the energy saving operation time for each travel interval thereafter includes:
acquiring the energy-saving operation time of the train on the current running road section in the previous operation period;
and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
Specifically, the ceiling speed limit is used to limit the command speed and the coasting speed of the train, and the coasting parameters include various configuration parameters and the like.
The train ceiling speed limit and coasting parameters can be adjusted by the following logic:
setting the maximum topping speed V up Minimum topping speed V down = MIN (train current speed V, C) para5 )；
Calculating the running time according to the topping speed and the coasting parameter recorded in the previous period, comparing the running time with the planned running time, and replanning the topping speed and the coasting parameter when the error is large;
if the new planning is needed, the topping speed is calculated to be V down And the coasting parameter is C para3 If the running time of the system meets the error requirement or is less than the ATS (Automatic Train Supervision) time, exiting the current logic, and recording the topping speed V down Coasting parameter C para3 ；
If the new planning is needed, the topping speed is calculated to be V up And the running time with the coasting parameter of 0, if the error requirement is met or if the running time is more than the ATS time, exiting the current logic, and recording the topping speed V up An inertia parameter 0;
if the new planning is needed, the truncated speed is calculated by polling up And coasting parameters of 0-C para3 If the error requirement is met, the current logic is exited, and the topping speed V is recorded up An idle parameter;
if the planning needs to be carried out again, the topping speed is calculated in a polling mode to be V up -V down And the coasting parameter is C para3 Run time of (C), if fullThe current logic is exited according to the error requirement, and the topping speed and the coasting parameter C are recorded para3 ，
If the planning is successful, recording the topping speed and the coasting parameters, and otherwise, operating at full speed according to the speed limit.
Based on any of the above embodiments, fig. 7 is a schematic structural diagram of a train operation control device provided by the present invention, and as shown in fig. 7, the device includes:
an obtaining unit 710, configured to obtain a control level of a train on a current driving road segment;
a prediction unit 720, configured to determine an energy-saving coasting prediction speed at which the train coasts from the current position to the specified position of the energy-saving road based on the current position of the train, the current speed, and road condition data of the energy-saving road if the control level is the traction level and the energy-saving road exists in the current travel road segment;
and the control unit 730 is used for switching the control level of the train at the current position to the coasting level if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, and controlling the train to coast from the current position to the specified position of the energy-saving road.
The train operation control device provided by the embodiment of the invention determines the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road according to the current position and the current speed of the train and the road condition data of the energy-saving road, switches the control level of the train at the current position to the coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, controls the train to coast from the current position to the specified position of the energy-saving road, can fully utilize ramps, curves and the like according to the actual road condition of the current running road section, increases the coasting working condition in the train operation process, is beneficial to reducing the train traction energy consumption and the train braking energy consumption, realizes the energy-saving operation of the train, simultaneously, is easy to obtain required calculation parameters, can adapt to different line conditions, does not need to be adjusted manually, and improves the train operation efficiency.
Based on any embodiment, the energy-saving road comprises a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is the entrance of the curve; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
Based on any of the above embodiments, the prediction unit 720 is configured to:
determining potential energy and kinetic energy of the train at the current position based on the gravity center height of the train at the current position, road condition data and the current speed;
determining the potential energy of the train at the specified position of the energy-saving road based on the gravity height of the train at the specified position of the energy-saving road and the road condition data;
determining the consumed energy of the train from the current position to the specified position of the energy-saving road in the coasting process based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train from the current position to the designated position of the energy-saving road in an idle mode;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
Based on any embodiment above, the apparatus further comprises:
the parking unit is used for determining the coasting braking conversion position of the current driving road section based on the position of a parking point if the control level is a traction level and the current driving road section has the parking point;
determining the stopping coasting predicted speed of the train from the current position coasting to the coasting braking conversion position based on the current position and the current speed of the train and road condition data between the current position and the coasting braking conversion position;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
Based on any of the above embodiments, the control unit 730 includes:
the switching unit is used for determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train; and if the grade switching impact rate is greater than the preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
Based on any embodiment above, the apparatus further comprises:
a time determination unit for dividing the current travel section into a plurality of travel sections based on a speed change point and a grade change point in the current travel section; determining a control strategy of each driving interval based on the coasting allowable speed and the target limiting speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval; and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
Based on any embodiment above, the apparatus further comprises:
the parameter updating unit is used for acquiring the energy-saving running time of the train on the current running road section in the previous running period; and if the error between the energy-saving operation time and the planned operation time of the train is larger than the preset error threshold value, resetting the ceiling speed limit and the coasting parameters of the train.
Based on any of the above embodiments, fig. 8 is a schematic structural diagram of an electronic device provided by the present invention, and as shown in fig. 8, the electronic device may include: a Processor (Processor) 810, a communication Interface (Communications Interface) 820, a Memory (Memory) 830 and a communication Bus (Communications Bus) 840, wherein the Processor 810, the communication Interface 820 and the Memory 830 communicate with each other via the communication Bus 840. The processor 810 may call logical commands in the memory 830 to perform the following method:
acquiring a control level of a train on a current running road section; if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed and the road condition data of the energy-saving road of the train; and if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
In addition, the logic commands in the memory 830 can be implemented in the form of software functional units and stored in a computer readable storage medium when the logic commands are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of commands for enabling a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
The processor in the electronic device provided in the embodiment of the present invention may call the logic instruction in the memory to implement the method, and the specific implementation manner of the processor is consistent with the implementation manner of the method, and may achieve the same beneficial effects, which are not described herein again.
Embodiments of the present invention further provide a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented to perform the method provided in the foregoing embodiments when executed by a processor, and the method includes:
acquiring a control level of a train on a current running road section; if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and the road condition data of the energy-saving road; and if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
When the computer program stored on the non-transitory computer readable storage medium provided in the embodiments of the present invention is executed, the method is implemented, and the specific implementation manner of the method is consistent with the implementation manner of the method, and the same beneficial effects can be achieved, which is not described herein again.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. Based on the understanding, the above technical solutions substantially or otherwise contributing to the prior art may be embodied in the form of a software product, which may be stored in a computer-readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes several commands for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the various embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (9)
1. A train operation control method, characterized by comprising:
acquiring a control level of a train on a current running road section;
if the control level is a traction level and an energy-saving road exists in the current running road section, determining an energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and road condition data of the energy-saving road;
if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road;
the determining an energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position and the current speed of the train and the road condition data of the energy-saving road includes:
determining potential energy and kinetic energy of the train at the current location based on the height of the center of gravity and road condition data of the train at the current location, and the current speed;
determining the potential energy of the train at the designated position of the energy-saving road based on the gravity center height of the train at the designated position of the energy-saving road and the road condition data;
determining the consumed energy of the train coasting from the current position to the specified position of the energy-saving road based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train coasting from the current position to the designated position of the energy-saving road;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
2. The train operation control method according to claim 1, wherein the energy-saving road includes a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is a curve entrance; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
3. The train operation control method according to claim 1, wherein the acquiring of the control level of the train on the current travel section comprises:
if the control level is a traction level and a stopping point exists in the current driving road section, determining an idle running brake conversion position of the current driving road section based on the position of the stopping point;
determining a coasting deceleration predicted speed of said train from said current position to said coasting brake transition location based on said current position, said current speed of said train, and road condition data between said current position and said coasting brake transition location;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coasting from the current position to the coasting braking conversion position.
4. The train operation control method according to claim 1 or 3, wherein the switching of the control level of the train at the current position to the coasting level to control the train to coast from the current position to the energy saving road designation position includes:
determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train;
and if the grade switching impact rate is greater than a preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
5. The train operation control method according to claim 1, wherein the switching of the control level of the train at the current position to the coasting level controls the train to coast from the current position to the energy saving road designation position, and thereafter comprises:
dividing the current driving road section into a plurality of driving sections based on the speed change point and the slope change point in the current driving road section;
determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval;
and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
6. The train operation control method according to claim 5, wherein the determining of the energy saving operation time for each traveling section thereafter includes:
acquiring the energy-saving operation time of the train on the current driving road section in the previous operation period;
and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
7. A train operation control device, characterized by comprising:
the acquisition unit is used for acquiring the control level of the train on the current running road section;
a prediction unit, configured to determine an energy-saving coasting prediction speed at which the train coasts from the current position to the energy-saving road specified position based on the current position of the train, a current speed, and road condition data of the energy-saving road if the control level is a traction level and the energy-saving road exists in the current travel link;
the control unit is used for switching the control level of the train at the current position to a coasting level if the energy-saving coasting predicted speed and the command speed of the train at the energy-saving road specified position meet preset conditions, and controlling the train to coast from the current position to the energy-saving road specified position;
the prediction unit is specifically configured to:
determining potential energy and kinetic energy of the train at the current location based on the height of the center of gravity and road condition data of the train at the current location, and the current speed;
determining the potential energy of the train at the designated position of the energy-saving road based on the gravity center height of the train at the designated position of the energy-saving road and the road condition data;
determining the consumed energy of the train coasting from the current position to the specified position of the energy-saving road based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train coasting from the current position to the designated position of the energy-saving road;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
8. An electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor when executing the computer program implements the steps of the train operation control method according to any one of claims 1 to 6.
9. A non-transitory computer-readable storage medium on which a computer program is stored, wherein the computer program, when executed by a processor, implements the steps of the train operation control method according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110722167.9A CN113401173B (en) | 2021-06-28 | 2021-06-28 | Train operation control method and device, electronic equipment and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110722167.9A CN113401173B (en) | 2021-06-28 | 2021-06-28 | Train operation control method and device, electronic equipment and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113401173A CN113401173A (en) | 2021-09-17 |
| CN113401173B true CN113401173B (en) | 2023-01-20 |
Family
ID=77679902
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110722167.9A Active CN113401173B (en) | 2021-06-28 | 2021-06-28 | Train operation control method and device, electronic equipment and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113401173B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113879301B (en) * | 2021-10-19 | 2023-06-23 | 中寰卫星导航通信有限公司 | Vehicle control method, device, equipment and storage medium |
| CN114802362B (en) * | 2022-05-07 | 2024-01-02 | 通号城市轨道交通技术有限公司 | Train energy-saving operation method and device controlled by time division |
| CN114919632A (en) * | 2022-06-14 | 2022-08-19 | 通号城市轨道交通技术有限公司 | Traction calculation simulation method and device |
| CN115805974B (en) * | 2023-02-13 | 2023-04-14 | 北京和利时系统工程有限公司 | Train energy-saving operation control method and device, electronic equipment and storage medium |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101574933B (en) * | 2009-06-03 | 2011-04-06 | 株洲南车时代电气股份有限公司 | Method for judging highest running speed of train, device and system |
| JP5390714B2 (en) * | 2009-12-21 | 2014-01-15 | ボルボ ラストバグナー アーベー | Method and system for controlling a cruise control device of a vehicle |
| CN105243430B (en) * | 2015-09-07 | 2018-10-09 | 北京交通大学 | The optimization method of the target velocity curve of energy-saving train operation |
| CN105835914B (en) * | 2016-05-19 | 2018-02-23 | 北京交通大学 | Remove the energy-saving train operation control method of unnecessary traction |
| CN107650947B (en) * | 2017-09-12 | 2020-03-17 | 中国神华能源股份有限公司 | Train main controller operation prompt system |
| CN108116455B (en) * | 2017-12-07 | 2020-05-08 | 交控科技股份有限公司 | Urban rail transit comprehensive energy-saving system and comprehensive energy-saving method based on same |
| CN108791367B (en) * | 2018-06-01 | 2020-09-15 | 广州地铁设计研究院有限公司 | Energy-saving operation method for train |
| CN108995665B (en) * | 2018-08-10 | 2019-06-25 | 西南交通大学 | A kind of fuel cell hybrid Train Optimizing Motion control method |
| CN112429046B (en) * | 2020-11-05 | 2022-12-06 | 北京全路通信信号研究设计院集团有限公司 | Automatic train control method in hybrid braking stage |
| CN112590864B (en) * | 2020-12-24 | 2023-10-31 | 交控科技股份有限公司 | Method and device for calculating engineering truck EBI curve for ATP protection |
| CN112918520B (en) * | 2021-03-23 | 2022-08-05 | 北京和利时系统工程有限公司 | Energy-saving operation control method for high-speed railway train |
-
2021
- 2021-06-28 CN CN202110722167.9A patent/CN113401173B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN113401173A (en) | 2021-09-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113401173B (en) | Train operation control method and device, electronic equipment and storage medium | |
| CN108764571B (en) | Multi-objective optimization method for heavy-duty train operation | |
| Ke et al. | Optimisation of train energy-efficient operation for mass rapid transit systems | |
| CN113635916B (en) | Locomotive running speed curve planning method, locomotive running speed curve planning device and related components | |
| CN110304113A (en) | A kind of method of adjust automatically train automatic Pilot stopping accuracy | |
| CN112429046B (en) | Automatic train control method in hybrid braking stage | |
| CN109305195B (en) | Train control method and device | |
| CN109398426B (en) | Energy-saving driving strategy optimization method based on discrete ant colony algorithm under timing condition | |
| CN112319557A (en) | Operation adjusting method and system for subway train under late condition | |
| CN112078631B (en) | Train speed control method and system | |
| CN112141063B (en) | Train braking method and device, electronic equipment and storage medium | |
| CN111409673A (en) | Train quasi-point energy-saving operation method based on dynamic programming algorithm | |
| CN114919626B (en) | Method, device and system for controlling running of rack rail train | |
| CN112784406A (en) | Train tracking operation optimization method based on mobile block space-time occupancy zone model | |
| CN112918520B (en) | Energy-saving operation control method for high-speed railway train | |
| CN112977545B (en) | Train and driving control method and system thereof | |
| CN111688760B (en) | Rapid energy-saving optimization method and device for train passing through steep slope section | |
| CN117273371A (en) | Method and system for optimizing heavy-load train group running track based on virtual coupling | |
| JPH0976914A (en) | Train running operation control method and device | |
| CN115805974B (en) | Train energy-saving operation control method and device, electronic equipment and storage medium | |
| CN114013450B (en) | Vehicle operation control method, system and computer equipment | |
| CN114771608B (en) | Speed control method and device for mountain rail transit train | |
| CN113954923B (en) | Marshalling train parking control method and control system | |
| CN114595973A (en) | Method and system for dispatching road traffic vehicles | |
| JPH1191414A (en) | Control device for substation |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |