CN115892122A - Train control system, method, electronic device, and storage medium - Google Patents
Train control system, method, electronic device, and storage medium Download PDFInfo
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Abstract
The invention provides a train control system, a train control method, electronic equipment and a storage medium, wherein the system comprises: the maximum speed supported by the axle counter is greater than or equal to the target running speed of the line; the distance between any two transponders in the non-platform straight-direction passing area is greater than or equal to a preset spacing distance, and the preset spacing distance is determined based on the running speed of a line target; the length of the protection section is determined based on a mobile authorization safety margin corresponding to the target running speed of the line; the ATP subsystem is used for determining the train speed based on the measurement data of the plurality of speed measurement devices; and the ATO subsystem is used for obtaining a target speed curve and generating a train control command by solving a speed curve optimization model, wherein the line target running speed is any speed between 200 and 350 kmph. By improving the arrangement mode of line equipment, the speed measurement mode of the train and the automatic driving control mode of the train, the train control system can support the high-speed line to run.
Description
Technical Field
The present invention relates to the field of rail transit technologies, and in particular, to a train control system, method, electronic device, and storage medium.
Background
With the development of urban groups and urban districts, the construction of suburban areas and urban railways is gradually increased, and the suburban areas and the urban railways generally have four typical characteristics of rapidity, public transportation, networking and automation. Suburban and inter-urban routes are usually planned to have a route speed between 160kmph and 200kmph, while the highest speed in the application performance of the existing CBTC system is 160kmph, and the existing CBTC system cannot support the operation of a high-speed route (for example, a route with the highest speed between 200kmph and 350 kmph). How to realize that a train control system supports high-speed line operation is an important problem to be solved urgently in the industry at present.
Disclosure of Invention
To solve the problems in the prior art, embodiments of the present invention provide a train control system, a train control method, an electronic device, and a storage medium.
In a first aspect, the present invention provides a train control system comprising: the system comprises vehicle-mounted equipment, ground equipment and trackside equipment, wherein the vehicle-mounted equipment comprises a vehicle-mounted automatic protection ATP subsystem and a vehicle-mounted automatic driving ATO subsystem, and the trackside equipment comprises an axle counter and a transponder;
the maximum vehicle speed supported by the axle counter is greater than or equal to the target running speed of the line; the distance between any two transponders in the non-platform straight-direction passing area is greater than or equal to a preset spacing distance, and the preset spacing distance is determined based on the running speed of the line target; the length of a protection section of the train control system is determined based on a moving authorization safety margin corresponding to the line target operation speed;
the ATP subsystem is used for determining the train speed based on the measurement data of the plurality of speed measurement devices;
the ATO subsystem is used for solving a speed curve optimization model through an optimization algorithm, acquiring a target speed curve, and generating a train control command based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective of the objective function is to solve a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limit protection curve and a service braking triggering speed limit protection curve; the target running speed of the line is any speed between 200 and 350 kmph.
Optionally, according to a train control system provided by the present invention, in a case where the protection zone length is a first protection zone length at the platform, the first protection zone length is a larger one of the first length and the second length;
the first length is determined based on the opening red light running distance, the transponder missing running distance and the movement authorization safety margin; the second length is determined based on a train stopping distance and the movement authorization safety margin.
Optionally, according to the train control system provided by the present invention, when the length of the protection zone is a length of a second protection zone at the turnout protection signal to be avoided, the length of the second protection zone is a larger one of a third length and a fourth length;
the third length is determined based on the opening red light running emergency braking distance, the transponder missing traveling distance and the movement authorization safety margin; the fourth length is determined based on a train stopping distance and the movement authorization safety margin.
Optionally, according to the train control system provided by the present invention, in a case that the protection zone length is a third protection zone length at the block signal, the third protection zone length is determined based on the opening red light running emergency braking distance, the transponder missing traveling distance, and the movement authorization safety margin;
or, in the case that the length of the protection zone is a fourth protection zone length at a position where a retracing rail terminal blocks a signal machine, the fourth protection zone length is determined based on an opening red light running emergency braking distance, a transponder missing traveling distance and the movement authorization safety margin.
Optionally, according to the train control system provided by the present invention, the plurality of speed measurement devices include an axle sensor, a radar for multiple radar sites, and a beidou satellite signal receiver, and the ATP subsystem is specifically configured to:
acquiring a first speed sequence through the wheel axle sensor, acquiring a second speed sequence through the multi-radar, and acquiring a third speed sequence through the Beidou satellite signal receiver;
filtering noise in the first speed sequence, the second speed sequence and the third speed sequence in a Kalman filtering mode;
and determining the train speed in a weighted fusion mode based on the first speed sequence, the second speed sequence and the third speed sequence.
Optionally, according to the train control system provided by the present invention, the ATP subsystem is further configured to:
generating a service brake triggering speed limit protection curve based on the emergency brake triggering speed limit protection curve, the protection threshold value of the first operation section and the protection threshold value of the second operation section;
the speed limit value of the first operation section is smaller than a speed limit threshold value, the speed limit value of the second operation section is larger than or equal to the speed limit threshold value, the speed limit value of the second operation section is smaller than or equal to the line target operation speed, the protection threshold value of the first operation section is smaller than the protection threshold value of the second operation section, and the protection threshold value of the second operation section is positively correlated with the speed limit value of the second operation section.
Optionally, according to the train control system provided by the present invention, the train traction braking characteristic data includes: train traction characteristic data, train braking characteristic data, train traction delay characteristic data, and train braking delay characteristic data.
In a second aspect, the present invention further provides a train control method, which is applied to any one of the train control systems, and the method includes:
determining a train speed based on measurement data of a plurality of speed measurement devices;
solving a speed curve optimization model through an optimization algorithm, obtaining a target speed curve, and generating a train control instruction based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective of the objective function is to solve a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limit protection curve and a service braking triggering speed limit protection curve.
In a third aspect, the present invention further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and operable on the processor, wherein the processor executes the computer program to implement any of the above-mentioned train control methods.
In a fourth aspect, 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 a train control method as in any one of the above.
According to the train control system, the train control method, the electronic equipment and the storage medium, the axle counter supporting the line target running speed is configured for the system, the distance between any two transponders in the non-platform straight-direction passing area is configured to adapt to the line target running speed, the length of a protection section is determined based on the movement authorization safety allowance corresponding to the line target running speed, and the arrangement mode of the line equipment of the train control system can adapt to the running of a high-speed line; the train speed is determined based on the measurement data of the plurality of speed measurement devices, so that the requirements on the speed measurement precision and reliability under high-speed operation can be met; the speed curve optimization model is solved through the optimization algorithm, the target speed curve can be obtained, and then the train control command can be generated based on the train speed and the target speed curve, so that the stability and the safety of the train in the high-speed running process are improved, and the train control system can support the high-speed line to run by improving the line equipment arrangement mode, the train speed measurement mode and the train automatic driving control mode.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for 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 those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a train control system provided by the present invention;
FIG. 2 is a schematic view of a wheel diameter correction transponder arrangement provided by the present invention;
FIG. 3 is a schematic diagram of a curve optimization-based autonomous driving control strategy provided by the present invention;
FIG. 4 is a schematic flow chart of measurement data fusion for a plurality of speed measurement devices provided by the present invention;
FIG. 5 is a schematic diagram of the security protection policy for 350kmph provided by the present invention;
FIG. 6 is a schematic diagram of a safety guarded braking model provided by the invention;
FIG. 7 is a schematic representation of a train traction characteristic curve provided by the present invention;
FIG. 8 is a schematic illustration of a train braking characteristic provided by the present invention;
FIG. 9 is a schematic flow chart diagram of a train control method provided by the present invention;
fig. 10 is a schematic structural diagram of an electronic device provided by 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 structural diagram of a Train control system provided by the present invention, and as shown in fig. 1, the Train control system includes a vehicle-mounted device 101, a ground device 102, and a trackside device 103, the vehicle-mounted device includes a vehicle-mounted Automatic Train Protection (ATP) subsystem and a vehicle-mounted Automatic Train Operation (ATO) subsystem, and the trackside device includes an axle counter and a transponder, where:
the maximum vehicle speed supported by the axle counter is greater than or equal to the target running speed of the line; the distance between any two transponders in the non-platform straight-direction passing area is greater than or equal to a preset spacing distance, and the preset spacing distance is determined based on the line target running speed; the length of a protection section of the train control system is determined based on a moving authorization safety margin corresponding to the line target operation speed;
the ATP subsystem is used for determining the train speed based on the measurement data of the plurality of speed measurement devices;
the ATO subsystem is used for solving a speed curve optimization model through an optimization algorithm, acquiring a target speed curve, and generating a train control command based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective function is used for solving a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limit protection curve and a service braking triggering speed limit protection curve; the target running speed of the line is any speed between 200 and 350 kmph.
Specifically, in order to realize that the train control system supports the high-speed line to run, the train control system can be modified and upgraded from three aspects of a line equipment arrangement mode, a train speed measurement mode and a train automatic driving control mode, wherein:
in the arrangement mode of the line equipment, the distance between any two transponders in a non-platform straight-direction passing area can be configured to adapt to the target operation speed of the line by configuring an axle counter supporting the target operation speed of the line for the system, and the length of a protection section is determined based on a movement authorization safety margin corresponding to the target operation speed of the line, so that the arrangement mode of the line equipment of the train control system can adapt to the operation of a high-speed line;
in a train speed measuring mode, the train speed can be determined through measuring data based on a plurality of speed measuring devices, and the requirements on the precision and the reliability of speed measurement under high-speed operation can be met;
in an automatic train driving control mode, a speed curve optimization model can be solved through an optimization algorithm (such as a particle swarm optimization algorithm or a gray wolf optimization algorithm), a target speed curve can be obtained, and a train control command can be generated based on the train speed and the target speed curve, so that the stability and the safety of a train in a high-speed running process are improved.
It can be understood that the train control system can support high-speed line operation by improving the line equipment arrangement mode, the train speed measurement mode and the train automatic driving control mode.
Optionally, the train control system may be a CBTC system, the CBTC system may include an on-board device, a ground device, and a trackside device, the on-board device may include an on-board automatic protection ATP subsystem and an on-board automatic driving ATO subsystem, and the trackside device may include an axle counter and a transponder, and the CBTC system may support a high-speed train by improving a train device arrangement mode, a train speed measurement mode, and a train automatic driving control mode of the CBTC system.
Alternatively, as shown in table 1, an axle counter may be provided for the system based on the correspondence of axle counting detection to wheel diameter, wheel base, and vehicle speed. The design performance of the axle counter for the adaptive speed can be 450km to the maximum extent, while the diameters of most of the wheels of domestic subway trains are 800-900mm, and the wheel base is more than 2m. The associated axle counter model should meet the speed range shown in table 1. The corresponding arrangement scheme should be matched with other equipment to make corresponding changes, and if no change exists, the arrangement scheme of the CBTC system line equipment in the related technology should be followed.
TABLE 1 axle-counting detection and wheel diameter, wheelbase and speed corresponding relation table
| Diameter of wheel | ≥330mm | ≥600mm | ≥800mm | ≥900mm |
| Speed of rotation | 0-160Km/h | 0-250Km/h | 0-400Km/h | 0-450Km/h |
| Distance between the centers of the shafts | 0.7m | 1.4m | 2.2m | 2.5m |
Optionally, the decoding time of a transponder configured for the system should be less than or equal to 2.5ms. Whether the decoding time of the transponder can meet the requirement of high-speed line operation is analyzed, and if the train runs at the maximum speed of 350kmph, the normal decoding time of a transponder transmission module (BTM) is t 2 Is 2.5ms, the outlet tail cable direction of the transponder is vertical to the steel rail, and the horizontal action distance between the antenna and the transponder isS =600mm, and the time of train passing the transponder is t 1 The BTM normally over-transponder decodes at the highest vehicle speed of
According to the following steps:
therefore, it is not only easy to use
Even if the train passes through the transponder at the maximum speed of 350kmph, decoding can be guaranteed for 2 times, and normal use of the system is met.
Optionally, for the arrangement interval limitation of the transponders, in the platform area, the distance between any two transponders is not less than 5m, calculated by the highest speed limit of 80 km/h; the distance between any two transponders is not less than 22m when the non-platform passes through the area in the straight direction and the highest speed limit is 350 km/h. And in the non-platform lateral passing area, the distance between any two transponders is not less than the following distance according to the lateral line speed limit calculation: (lateral speed limit (km/h)/0.036X 0.2 (s)/100) m.
Optionally, fig. 2 is a schematic layout diagram of a wheel diameter correction transponder provided by the present invention, as shown in fig. 2, the wheel diameter correction transponder is used to implement wheel diameter correction of a train, and in order to ensure correctness of a wheel diameter correction result and ensure that the train can keep a constant speed and does not slip when passing through two wheel diameter correction transponders, the wheel diameter correction transponder needs to be disposed in a straight road and a place without a slope, and if a route problem cannot be completely ensured, a place without a curve is considered first (if a route condition is not good, a slope not greater than five thousandths is allowed to exist). While the arrangement interval (L) should be greater than 22m. Other area transponder placement principles follow the related art CBTC routing scheme.
Optionally, the trackside equipment of the CBTC system also comprises turnout equipment, the turnout equipment can be designed according to the CBTC specification in the related art, and a turnout type with a straight-direction allowable passing speed of 30km/h can be adopted.
Alternatively, the arrangement of other devices in the CBTC System, such as Zone Controllers (ZCs), database Storage Units (DSUs), computer Interlocking (CI), and Traffic Integrated Automation Systems (TIAS), may comply with the CBTC specification in the related art.
Alternatively, in the line design, since the Moving Authorization (MA) limit distance at high speed and the MA safety margin change, the approach section, the trigger section, the protection section, the logic section, and the like need to be updated correspondingly. Wherein the approach zone, the trigger zone, and the protection zone are related to a train emergency braking distance. The specific length may be accounted for after the line parameters and vehicle performance are determined.
Alternatively, the mobile authorization security margin may be determined based on the line target operating speed. In determining the moving authorization security margin, the following 3 principles should be followed: (1) Taking the worst slope (including positive and negative directions) of the whole line, and uniformly taking the value of the whole line; (2) Calculating both backward sliding and active retrogression, and taking a larger value; (3) The regression mode is 2m-2m-1m and the primary regression mode is 5m, the two modes are calculated at the same time, and the calculated larger value is taken, wherein the maximum regression distance is 5m, and the speed does not exceed 5km/h.
Optionally, the process of solving the speed curve optimization model by the optimization algorithm may include: and determining a traction-coasting working condition conversion point and an initiation setting position of the traction-coasting working condition conversion point according to the interval speed limit condition, further constructing an initial solution space according to the traction-coasting working condition conversion point and the initiation setting position, further calculating a fastest speed curve and a slowest speed curve of the train, further taking the fastest speed curve as an upper boundary of the initial solution space, taking the slowest speed curve as a lower boundary of the initial solution space, forming a final solution space, and further determining a target speed curve in the final solution space through an optimization algorithm.
Optionally, for the interval with simpler speed limit and line characteristics, the target speed curve can be realized by 'one-time traction-idling working condition conversion'.
Alternatively, fig. 3 is a schematic diagram of the curve-optimization-based automatic driving control strategy provided by the present invention, and as shown in fig. 3, for an interval with a complex speed limit or obvious route characteristics, a target speed curve may be realized by "multiple traction-coasting condition transitions".
Optionally, the speed curve optimization model solution can be completed on line before departure or when a platform stops, a target speed curve is obtained, and a corresponding train control instruction is generated, so that the method has a global or interval prediction effect, the driving stage switching and the advance prediction of dangerous points of the train in the high-speed running process can be reduced, and the stability and the safety of the train in the high-speed running process are improved.
Optionally, the generating a train control command based on the train speed and the target speed curve may specifically include: in the train operation stage, inquiring a target speed curve based on the train position to obtain a target recommended speed (performing single-target tracking on the target speed curve); and generating a train control command based on the target recommended speed. The train control command may be a traction command, an coasting command, a braking command, or the like.
According to the train control system provided by the invention, the distance between any two transponders in a non-platform straight-direction passing area is configured to adapt to the running speed of the line target by configuring the axle counter supporting the running speed of the line target for the system, and the length of a protection section is determined based on the movement authorization safety margin corresponding to the running speed of the line target, so that the arrangement mode of line equipment of the train control system can adapt to the running of a high-speed line; the train speed is determined based on the measurement data of the plurality of speed measurement devices, so that the requirements on the speed measurement precision and reliability under high-speed operation can be met; the speed curve optimization model is solved through the optimization algorithm, the target speed curve can be obtained, and then the train control command can be generated based on the train speed and the target speed curve, so that the stability and the safety of the train in the high-speed running process are improved, and the train control system can be supported to run on a high-speed line by improving the line equipment arrangement mode, the train speed measurement mode and the train automatic driving control mode.
Optionally, the present invention provides a train control system, in the case that the protection zone length is a first protection zone length at the platform, the first protection zone length is the larger one of the first length and the second length;
the first length is determined based on the opening red light running distance, the transponder missing running distance and the movement authorization safety margin; the second length is determined based on a train stopping distance and the movement authorization safety margin.
Specifically, in order to realize that the length of the protection zone at the platform can adapt to the operation of a high-speed line, the first length can be determined based on the distance of the red light running through the opening, the lost running distance of the transponder and the movement authorization safety margin, the second length can also be determined based on the stopping distance of the train and the movement authorization safety margin, and the larger one of the first length and the second length can be determined as the length of the first protection zone at the platform by comparing the first length with the second length.
Alternatively, the train stopping distance may be the distance required for the train to perform an accurate stop.
Alternatively, the first guard section length may be determined by the following equation:
L station_safe ＝max[(L 1 +L 2 +L ma ),(L park +L ma )]；
wherein L is station_safe Denotes the length of the first guard interval, L ma Represents the mobile authorization security margin, L 1 Indicating distance of opening running red light, L 2 Indicating lost travel distance of transponder, L park Indicating the stopping distance of the train.
Therefore, the length of the first protection section at the station platform is determined based on the movement authorization safety margin corresponding to the target operation speed of the line, so that the length of the protection section at the station platform can adapt to the operation of a high-speed line.
Optionally, the invention provides a train control system, where when the length of the protection zone is the length of a second protection zone at a turnout protection signal machine to be avoided, the length of the second protection zone is the larger one of a third length and a fourth length;
the third length is determined based on the emergency braking distance when the opening runs the red light, the lost walking distance of the transponder and the mobile authorization safety margin; the fourth length is determined based on a train stopping distance and the movement authorization safety margin.
Specifically, in order to realize that the length of the protection section at the turnout protection signal machine to be avoided can adapt to the operation of a high-speed line, the third length can be determined based on the opening red light running emergency braking distance, the lost running distance of the responder and the moving authorization safety margin, the fourth length can be determined based on the train stopping distance and the moving authorization safety margin, the third length and the fourth length can be compared, and the larger one of the third length and the fourth length is determined as the length of the second protection section at the turnout protection signal machine to be avoided.
Alternatively, the second guard section length may be determined by the following equation:
L point_signal_safe ＝max[(L eb_red +L 2 +L ma ),(L park +L ma )]；
wherein L is point_signal_safe Denotes the second guard section length, L eb_red Indicating the emergency braking distance of opening running red light, L ma Represents the mobile authorization security margin, L 2 Indicating lost travel distance of transponder, L park Indicating the stopping distance of the train.
Therefore, the length of the second protection section at the turnout protection signal machine to be avoided is determined by the mobile authorization safety margin corresponding to the line target operation speed, and the protection section at the turnout protection signal machine to be avoided can adapt to the high-speed line operation.
Optionally, the present invention provides a train control system, where the length of the protection zone is a third protection zone length at an interval signal, and the third protection zone length is determined based on an opening red light running emergency braking distance, a transponder lost running distance, and the movement authorization safety margin;
or, when the length of the protection zone is a fourth protection zone length at a position where a retrace rail terminal blocks a signal machine, the fourth protection zone length is determined based on an opening red light running emergency braking distance, a transponder missing traveling distance and the movement authorization safety margin.
Specifically, in order to enable the length of the protection section at the section signal machine to be adaptive to the operation of a high-speed line, the length of the third protection section at the section signal machine can be determined based on the emergency braking distance when the opening runs the red light, the lost travelling distance of the transponder and the movement authorization safety margin.
Specifically, in order to realize that the length of the protection zone at the position where the retracing rail terminal blocks the signal machine can adapt to the operation of a high-speed line, the length of the fourth protection zone at the position where the retracing rail terminal blocks the signal machine can be determined based on the opening red light running emergency braking distance, the transponder lost running distance and the movement authorization safety margin.
Alternatively, the third guard section length or the fourth guard section length may be determined by the following formula:
L interval_signal_safe ＝L eb_red +L 2 +L ma ；
wherein L is interval_signal_safe Denotes the length of the third or fourth guard section, L eb_red Indicating the emergency braking distance, L, for opening running red light ma Indicating a mobile authorization security margin, L 2 Indicating lost travel distance of the transponder.
Therefore, the length of the third protection section at the section signal machine or the length of the fourth protection section at the return rail terminal blocking signal machine is determined based on the moving authorization safety allowance corresponding to the target operating speed of the line, so that the lengths of the protection sections at the section signal machine and the return rail terminal blocking signal machine can adapt to high-speed line operation.
Optionally, the present invention provides a train control system, where the multiple speed measurement devices include an axle sensor, a radar for multiple radar sites, and a beidou satellite signal receiver, and the ATP subsystem is specifically configured to:
acquiring a first speed sequence through the wheel axle sensor, acquiring a second speed sequence through the multi-radar, and acquiring a third speed sequence through the Beidou satellite signal receiver;
filtering noise in the first speed sequence, the second speed sequence and the third speed sequence in a Kalman filtering mode;
and determining the train speed in a weighted fusion mode based on the first speed sequence, the second speed sequence and the third speed sequence.
Specifically, in order to meet the requirements of high-speed operation on speed measurement precision and reliability, a first speed sequence can be obtained through a wheel axle sensor, a second speed sequence is obtained through a multi-radar, a third speed sequence is obtained through a Beidou satellite signal receiver, measurement noise in the first speed sequence, the second speed sequence and the third speed sequence can be filtered in a Kalman filtering mode, and then the first speed sequence, the second speed sequence and the third speed sequence after noise filtering can be subjected to weighted fusion to determine the speed of a train.
Optionally, fig. 4 is a schematic flow diagram illustrating a process of fusing measurement data of multiple speed measurement devices provided by the present invention, and as shown in fig. 4, it can be understood that, in order to improve the speed measurement accuracy and reliability of a train at a high speed, by using a multi-sensor information fusion manner and combining advantages of different sensors, respective short boards are made up, and more accurate speed measurement information can be provided by using a redundant complementation manner. As shown in fig. 4, train speed information measured by other sensor devices such as an axle sensor, a doppler radar, a Beidou satellite signal receiver and the like is fused by a kalman filtering method, fusion calculation and error correction are performed on each information, and noise interference is eliminated to obtain an accurate train running speed measurement result. The method has the characteristics of flexible design, small calculated amount and good fault-tolerant performance, and can meet the requirements on the accuracy and reliability of speed measurement under high-speed operation.
Alternatively, the axle sensor may be a pulse speed sensor, the pulse speedThe maximum speed that can be measured by the sensor is
TrainSpeed represents the maximum measured value of speed, D represents the diameter of a wheel, delta N represents the pulse number output by the pulse tachometer sensor in unit time, N represents the pulse number generated by the revolution speed sensor along with each revolution of the wheel, and the TrainSpeed is ensured for the pulse speed sensor configured for the system>350kmph to meet the speed measurement requirement of the high-speed CBTC.
Optionally, the Beidou satellite signal receiver can receive Beidou positioning information of a Beidou satellite, the Beidou positioning information can include real-time absolute position coordinates of the current train, and then the relative position of the current train in the operation line can be determined based on the real-time absolute position coordinates of the current train in the Beidou positioning information and a prestored operation line topological diagram; the operation line topological graph can be constructed based on Beidou nodes and actual measurement Beidou nodes absolute position coordinates which are arranged on the train operation line electronic track graph in advance, and the operation line topological graph can comprise the corresponding relation between mileage information on an operation line and the absolute position coordinates. Because the accuracy of the constructed operating line topological graph (namely the electronic map) is higher, and the accuracy of the real-time absolute position coordinate given by the Beidou navigation satellite is also guaranteed, the mileage information of the train in the operating line determined based on the operating line topological graph and the real-time absolute position coordinate of the train is also more accurate.
Optionally, after obtaining train speed information and train positioning information, a secure position calculation may be made in conjunction with device handling communication delays.
Therefore, the train speed is determined based on the measurement data of the plurality of speed measurement devices, and the requirements on the speed measurement precision and reliability under high-speed operation can be met.
Optionally, the present invention provides a train control system, wherein the ATP subsystem is further configured to:
generating a service brake triggering speed limit protection curve based on the emergency brake triggering speed limit protection curve, the protection threshold value of the first operation section and the protection threshold value of the second operation section;
the speed limit value of the first operation section is smaller than a speed limit threshold value, the speed limit value of the second operation section is larger than or equal to the speed limit threshold value, the speed limit value of the second operation section is smaller than or equal to the line target operation speed, the protection threshold value of the first operation section is smaller than the protection threshold value of the second operation section, and the protection threshold value of the second operation section is positively correlated with the speed limit value of the second operation section.
Specifically, in order to ensure that the train can run safely and stably at a high speed, the running section can be divided into a conventional section (namely, the first running section) and a high-speed section (namely, the second running section) according to the speed limit, after the emergency braking triggering speed-limiting protection curve is determined, a common braking speed-limiting protection curve can be generated based on the emergency braking triggering speed-limiting protection curve, the protection threshold value of the first running section and the protection threshold value of the second running section, a smaller protection threshold value is adopted in the conventional section to ensure the running efficiency of the train, and a protection threshold value based on speed self-adaptive adjustment (namely, the protection threshold value of the second running section is positively correlated with the speed limit value of the second running section) is adopted in the high-speed section, so that the probability of taking emergency braking measures at a high speed can be reduced, and the train can run safely and stably at a high speed.
Alternatively, fig. 5 is a schematic diagram of the safety protection policy for 350kmph provided by the present invention, and as shown in fig. 5, the operation section may be divided into: normal section (static speed limit is less than or equal to 160kmph, and the speed limit threshold value can be 160 kmph), and high-speed section (static speed limit is less than or equal to 160kmph and less than or equal to 350 kmph). According to the static speed limit, an emergency brake triggering speed limit protection curve (EBI) can be generated by combining a safety protection brake model suitable for high-speed running and train brake characteristic data, and then a service brake triggering speed limit protection curve (SBI) based on a running speed self-adaptive threshold can be generated according to different running sections and EBIs. The protection threshold value based on speed self-adaptive adjustment is adopted in a high-speed section, so that the probability of taking emergency braking measures at a high speed can be reduced, and the safe and stable running of the train at the high speed is guaranteed.
Alternatively, the speed limit of the train in the operation section may be determined according to the strictest one of the following limiting conditions: (1) permanent speed limits for train operating areas; (2) all temporary speed limits within the train operating area; (3) Vehicle speed limits that are adopted depending on different train types, models or configurations.
Optionally, fig. 6 is a schematic diagram of a safety protection brake model provided by the present invention, and as shown in fig. 6, in the safety protection brake model, a process of emergency braking of a train is divided into three stages: (1) The first stage, the train continues to accelerate, and the system has time delay of vehicle-mounted reaction and traction cut-off before emergency braking; (2) In the second stage, traction is cut off, the train continues to slide in the equivalent time of establishing emergency braking, and only gradient acceleration exists; (3) In the third phase, emergency braking is performed, following a speed-distance parabola on a flat track.
It can be understood that according to the safety protection braking model, the emergency braking distance and the service braking distance of the train can be increased after the speed is increased, and the traction acceleration, the braking deceleration and the response delay of the train need to be adjusted according to the actual engineering situation.
Optionally, the train braking characteristic data may include a worst train emergency braking deceleration within 350kmph, which may be obtained through experimental testing. For example, in the case of a train speed of 0-250kmph, the worst emergency braking deceleration of the train is 0.98m/s 2 (ii) a At a train speed of 250-300kmph, the worst emergency braking deceleration of the train is 0.75m/s 2 (ii) a Under the condition that the train speed is 300-350kmph, the worst emergency braking deceleration of the train is 0.40m/s 2 。
Therefore, by adopting a smaller protection threshold value in a conventional section and adopting a protection threshold value based on speed self-adaptive adjustment in a high-speed section, the probability of taking emergency braking measures at a high speed can be reduced, and the safe and stable running of a train at the high speed is ensured.
Optionally, the present invention provides a train control system, wherein the train traction brake characteristic data comprises: train traction characteristic data, train braking characteristic data, train traction delay characteristic data, and train braking delay characteristic data.
Specifically, in order to construct the speed curve optimization model, constraint conditions can be determined based on train traction characteristic data, train braking characteristic data, train traction delay characteristic data, train braking delay characteristic data, an emergency braking triggering speed limiting protection curve and a service braking triggering speed limiting protection curve, a train operation speed curve with minimum solved energy consumption is taken as a target to determine a target function, and the speed curve optimization model can be constructed based on the target function and the constraint conditions.
It can be understood that the train traction braking characteristic data can be obtained through an actual measurement mode, and the train is tested in a speed interval from 0 to the line target running speed to obtain the train traction characteristic data, the train braking characteristic data, the train traction delay characteristic data and the train braking delay characteristic data.
Optionally, fig. 7 is a schematic diagram of a train traction characteristic curve provided by the present invention, and fig. 8 is a schematic diagram of a train braking characteristic curve provided by the present invention, which can be used for testing a train in a speed interval of 0 to 350kmph to obtain train traction characteristic data (as shown in fig. 7), train braking characteristic data (as shown in fig. 8), train traction delay characteristic data and train braking delay characteristic data.
Optionally, the train tractive delay characteristic data may include tractive build delay data and tractive cut delay. The traction-establishing delay data may include delay data to 10% of the target acceleration (e.g., 3.5s for the first start of the system, not 2s for the first time) and a delay to 90% of the target acceleration (e.g., about 5s for the first start of the system, not about 3.5s for the first start). The traction cut delay may include a delay from the issuance of a traction cut command (no traction enabled) to the train acceleration dropping to 90% of the original acceleration (e.g., the imprecise estimate may be 400 ms).
Optionally, the train brake delay characteristic data may include service brake setup delay data and emergency brake setup delay data. Service brake setup delay may include delay data to reach 10% of the target braking rate (e.g., 3.5s for the first start of the system, not 2s for the first time) and delay data to reach 90% of the target braking rate (e.g., about 5s for the first start of the system, not about 3.5s for the first start). The emergency braking setup delay data may include delay data to reach 10% of the target braking rate (e.g., the imprecision rating may be 500 ms) and delay data to reach 90% of the target braking rate (e.g., the imprecision rating may be 1900 ms).
Optionally, in the process of adjusting various train control performance parameters, firstly, system train parameters, such as train length, maximum train speed, train quality, wheel bogie parameters, transponders, speed sensor installation parameters, and the like, may be updated according to the train on the route; secondly, the traction/braking characteristic data can be sampled to obtain the train-mounted traction/braking characteristic curve data and the deceleration of the brake valve under the dry and wet rail conditions (for example, the deceleration of the brake valve under the dry rail condition can be 0.9m/s 2 The brake valve deceleration in the wet rail case may be: 0.75m/s 2 . And finally, updating safety protection parameters, such as the maximum allowable speed (350 km/h) of the train, traction/braking delay parameters and the like in the accurate safety protection model.
It can be understood that after various train control performance parameters are adjusted, the traction/braking force can be automatically adjusted through the vehicle traction system and the braking system according to the load of the vehicle, so that the acceleration/deceleration value of the train is within +/-10% of the expected value and the delay characteristic is within +/-10% of the provided value under different loads of the applied traction or braking command, and the accurate and stable control of the train at high speed is ensured.
Therefore, the constraint condition is determined based on the train traction characteristic data, the train braking characteristic data, the train traction delay characteristic data, the train braking delay characteristic data, the emergency braking triggering speed-limiting protection curve and the service braking triggering speed-limiting protection curve, and the constraint condition can represent the train traction braking characteristic, so that the constructed speed curve optimization model can be matched with the actual running condition of the train.
According to the train control system provided by the invention, the system is provided with the axle counter supporting the line target running speed, the distance between any two transponders in the non-platform straight-direction passing area is configured to adapt to the line target running speed, and the length of the protection section is determined based on the movement authorization safety margin corresponding to the line target running speed, so that the line equipment arrangement mode of the train control system can adapt to the high-speed line running; the train speed is determined based on the measurement data of the plurality of speed measurement devices, so that the requirements on the accuracy and reliability of speed measurement in high-speed operation can be met; the speed curve optimization model is solved through the optimization algorithm, the target speed curve can be obtained, and then the train control command can be generated based on the train speed and the target speed curve, so that the stability and the safety of the train in the high-speed running process are improved, and the train control system can support the high-speed line to run by improving the line equipment arrangement mode, the train speed measurement mode and the train automatic driving control mode.
Fig. 9 is a schematic flow chart of a train control method provided by the present invention, and as shown in fig. 9, the train control method can be applied to any of the train control systems, and the method includes:
the speed curve optimization model comprises an objective function and a constraint condition, the objective function is used for solving a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limiting protection curve and a service braking triggering speed limiting protection curve.
Fig. 10 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 10, the electronic device may include: a processor (processor) 1010, a communication Interface (Communications Interface) 1020, a memory (memory) 1030, and a communication bus 1040, wherein the processor 1010, the communication Interface 1020, and the memory 1030 communicate with each other via the communication bus 1040. The processor 1010 may invoke logic instructions in the memory 1030 to perform a train control method, for example, comprising:
determining a train speed based on measurement data of a plurality of speed measurement devices;
solving a speed curve optimization model through an optimization algorithm, obtaining a target speed curve, and generating a train control instruction based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective of the objective function is to solve a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limit protection curve and a service braking triggering speed limit protection curve.
Furthermore, the above logic instructions in the memory 1030 can be implemented in the form of software functional units and stored in a computer readable storage medium when sold or used as a stand-alone product. Based on such understanding, the technical solution of the present invention or a part thereof which substantially contributes to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing 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 various media capable of storing program codes.
In another aspect, the present invention also provides a computer program product, the computer program product comprising a computer program, the computer program being storable on a non-transitory computer readable storage medium, wherein when the computer program is executed by a processor, a computer is capable of executing the train control method provided by the above methods, for example, the method comprises:
determining a train speed based on measurement data of a plurality of speed measurement devices;
solving a speed curve optimization model through an optimization algorithm, obtaining a target speed curve, and generating a train control instruction based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective function is used for solving a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limiting protection curve and a service braking triggering speed limiting protection curve.
In yet another aspect, 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 a train control method provided by the above methods, for example, the method comprising:
determining a train speed based on measurement data of a plurality of speed measurement devices;
solving a speed curve optimization model through an optimization algorithm, obtaining a target speed curve, and generating a train control command based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective function is used for solving a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limiting protection curve and a service braking triggering speed limiting protection curve.
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. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the 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 should 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 (10)
1. A train control system comprises vehicle-mounted equipment, ground equipment and trackside equipment, wherein the vehicle-mounted equipment comprises a vehicle-mounted automatic protection ATP subsystem and a vehicle-mounted automatic driving ATO subsystem, and the trackside equipment comprises an axle counter and a transponder, and is characterized in that:
the maximum vehicle speed supported by the axle counter is greater than or equal to the target running speed of the line; the distance between any two transponders in the non-platform straight-direction passing area is greater than or equal to a preset spacing distance, and the preset spacing distance is determined based on the running speed of the line target; the length of a protection section of the train control system is determined based on a moving authorization safety margin corresponding to the line target operation speed;
the ATP subsystem is used for determining the train speed based on the measurement data of the plurality of speed measurement devices;
the ATO subsystem is used for solving a speed curve optimization model through an optimization algorithm, obtaining a target speed curve and generating a train control command based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective function is used for solving a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limit protection curve and a service braking triggering speed limit protection curve; the target running speed of the line is any speed between 200 and 350 kmph.
2. The train control system of claim 1 wherein, in the event that the protection zone length is a first protection zone length at a platform, the first protection zone length is the greater of the first length and the second length;
the first length is determined based on the distance of the opening running the red light, the distance of lost walking of the transponder and the moving authorization safety margin; the second length is determined based on a train stopping distance and the movement authorization safety margin.
3. The train control system according to claim 1, wherein in a case where the guard section length is a second guard section length at a turnout protection signal to be avoided, the second guard section length is a larger one of a third length and a fourth length;
the third length is determined based on the emergency braking distance when the opening runs the red light, the lost walking distance of the transponder and the mobile authorization safety margin; the fourth length is determined based on a train stopping distance and the movement authorization safety margin.
4. The train control system of claim 1, wherein in the event that the protection zone length is a third protection zone length at a block signal, the third protection zone length is determined based on an opening red light running emergency braking distance, a transponder lost travel distance, and the movement authorization safety margin;
or, in the case that the length of the protection zone is a fourth protection zone length at a position where a retracing rail terminal blocks a signal machine, the fourth protection zone length is determined based on an opening red light running emergency braking distance, a transponder missing traveling distance and the movement authorization safety margin.
5. The train control system of claim 1, wherein the plurality of speed measurement devices comprises an axle sensor, a radar, and a Beidou satellite signal receiver, and wherein the ATP subsystem is specifically configured to:
acquiring a first speed sequence through the wheel axle sensor, acquiring a second speed sequence through the multi-radar, and acquiring a third speed sequence through the Beidou satellite signal receiver;
filtering noise in the first speed sequence, the second speed sequence and the third speed sequence in a Kalman filtering mode;
and determining the train speed in a weighted fusion mode based on the first speed sequence, the second speed sequence and the third speed sequence.
6. The train control system of claim 1, wherein the ATP subsystem is further configured to:
generating the service brake triggering speed-limiting protection curve based on the emergency brake triggering speed-limiting protection curve, the protection threshold value of the first operation section and the protection threshold value of the second operation section;
the speed limit value of the first operation section is smaller than a speed limit threshold value, the speed limit value of the second operation section is larger than or equal to the speed limit threshold value, the speed limit value of the second operation section is smaller than or equal to the line target operation speed, the protection threshold value of the first operation section is smaller than the protection threshold value of the second operation section, and the protection threshold value of the second operation section is positively correlated with the speed limit value of the second operation section.
7. The train control system of any of claims 1-6, wherein the train traction brake characteristic data comprises: train traction characteristic data, train braking characteristic data, train traction delay characteristic data, and train braking delay characteristic data.
8. A train control method applied to the train control system according to any one of claims 1 to 7, the method comprising:
determining a train speed based on measurement data of a plurality of speed measurement devices;
solving a speed curve optimization model through an optimization algorithm, obtaining a target speed curve, and generating a train control instruction based on the train speed and the target speed curve;
the speed curve optimization model comprises an objective function and a constraint condition, the objective function is used for solving a train running speed curve with minimum energy consumption, and the constraint condition is determined based on train traction braking characteristic data, an emergency braking triggering speed limiting protection curve and a service braking triggering speed limiting protection curve.
9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements the train control method of claim 8 when executing the program.
10. A non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the train control method of claim 8.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116279695A (en) * | 2023-05-15 | 2023-06-23 | 卡斯柯信号(北京)有限公司 | Method and device for determining safety performance of interconnection system |
| CN117842150A (en) * | 2024-03-08 | 2024-04-09 | 湖南中车时代通信信号有限公司 | Method, device, equipment and storage medium for confirming protection section of train route |
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2022
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116279695A (en) * | 2023-05-15 | 2023-06-23 | 卡斯柯信号(北京)有限公司 | Method and device for determining safety performance of interconnection system |
| CN116279695B (en) * | 2023-05-15 | 2023-08-01 | 卡斯柯信号(北京)有限公司 | Method and device for determining safety performance of interconnection system |
| CN117842150A (en) * | 2024-03-08 | 2024-04-09 | 湖南中车时代通信信号有限公司 | Method, device, equipment and storage medium for confirming protection section of train route |
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