CN105551337A - Driving auxiliary method and system for train driver - Google Patents

Abstract

The invention discloses a driving auxiliary method for a train driver. The method comprises that basic data is configured; GPS positioning information of a train is obtained, the GPS positioning information is fused with line data in the basic data, and the speed and position of the train are calculated; present and next driving operations including the target speed and target operation area calculated according to the present position of the train; and the driving operation can be updated online when the train is late or an operation plan is changed. Operation data of the train is recorded and analyzed, and a train operation statistical analysis result is displayed. The invention further discloses a driving auxiliary system for a train driver. The system comprises a GPS positioning module, a wireless communication module, a calculation unit, a man-machine interaction module, a database module and a data collection module. The system and method have the advantages that the expansibility is high, and driving auxiliary information is in real time and can be widely applied to simulated driving training.

Description

A kind of train operator's auxiliary driving method and system

Technical field

The present invention relates to rail transit train and run control, particularly relate to a kind of train operator's auxiliary driving method and system.

Background technology

The energy and economy are the bases of China's economic development, are the key factors of restriction socio-economic development.Transportation by railroad, as the important component part of China's integrated transportation system, carries 1/3rd of national passenger person-kilometres total amount, the half of national shipping turnover total amount, and this makes transportation by railroad department become one of maximum unit of energy consumption in Chinese national economy.

For Beijing city track traffic, it is 13.9 hundred million degree that Beijing Rail Transit network planning in 2015 draws electricity consumption, accounts for 1.2% of Beijing's electricity consumption total amount.According to the statistical study to urban track traffic power load, energy consumption is mainly distributed in train traction electricity consumption and various power-assisted and light fixture electricity consumption, wherein especially maximum with traction power supply energy consumption, has nearly 50% to come from train traction energy consumption.Therefore, reducing one of important channel of City Rail Transit System power consumption is exactly reduce train traction energy consumption.Train traction energy consumption is used for train operation, and the energy-saving run therefore realizing train becomes and reduces the most effective important means of train traction energy consumption.

Pertinent literature shows, in Railway Freight Transportation process, when line condition, rolling stock characteristic and travelling speed etc. are identical, different maneuverability patterns to the energy consumption important of train, due to driver control technical merit height caused by train travelling process in energy consumption difference can reach 30%.Under experienced driver can ensure the prerequisite of transportation demand, grasp the opportunity of operation, reduce such as close to being forced to use braking deceleration during speed limit, braking premature loss kinetic energy on opportunity, coasting use the energy dissipation caused such as improper on opportunity.

Therefore, under the background that current China builds a resource-conserving and environment-friendly society, the energy consumption of research train, for train operator provides the driving of real-time concrete rationalization suggestion particularly important for energy-saving train operation.

Therefore, a kind of novel train auxiliary driving method and system is needed, to meet the demand of railway development.

Summary of the invention

The technical problem to be solved in the present invention is to provide a kind of train operator's auxiliary driving method and system, high to solve energy consumption in train journey, locomotive serious wear, and the problem of driver being carried out to simulation training.

For solving the problems of the technologies described above, the present invention adopts following technical proposals:

A kind of train operator's auxiliary driving method, the step of the method comprises

S1, configuration train and line tower foundation data message, and the mode of manually input or file importing is stored in database;

S2, calculate energy-saving driving sequence according to described basic data information, and preserve the target velocity curve and object run sequence that generate;

The GPS locating information of S3, timing acquisition train, based on described basic data information, calculates train current location;

S4, calculate train present speed according to train current location information and historical position information;

S5, whether to reach home according to train present speed and position judgment train; If so, then the direct basic data information according to train and operation information calculate the total energy consumption of train and late temporal information, if not, then perform step S6;

S6, calculate train operation deviation time according to train target velocity curve; If deviation time exceeds the threshold range of setting, then recalculate energy-saving driving sequence according to remaining runtime and distance, and preserve the target velocity curve and object run sequence that generate; If deviation time in the threshold range of setting, then performs step S7;

S7, current and next object run that will calculate, be shown to human pilot with the form of viewdata, and with the time that next object run of countdown form display distance switches.

Preferably, described train and line tower foundation data message comprise station information, driver information, circuit geography information, time-table, Bus Schedules and information of vehicles, grade information and speed-limiting messages.

Preferably, the method comprises further

S8, record train operating data, these data comprise train running information, train speed distance Curve, driver operation sequence and GPS information;

S9, acquisition show the speed limit of section before and after current train, the gradient, curvature, train target velocity distance Curve and historical speed distance Curve, return step S3;

S10, repetition step S3 to S9, until detect that train is reached home.

Preferably, the step of described calculating energy-saving driving sequence comprises

S21, calculating cruise speed lower limit V _lwith cruise speed higher limit V _h, determine cruise speed hunting zone, and calculate cruise speed lower limit V _lwith cruise speed higher limit V _hcorresponding energy-saving driving sequence energy consumption E _land E _h;

S22, based on dichotomy, calculate intermediate value cruise speed V _m;

S23, the power-save operation sequence energy consumption E that calculating intermediate value cruise speed is corresponding _m;

S24, renewal cruise speed lower limit V _lwith cruise speed higher limit V _hand the energy consumption of correspondence;

If S25 cruise speed lower limit V _lwith cruise speed higher limit V _hthe absolute value of difference be less than specified value e, namely | V _h-V _l| <e, then calculate end, if not, then repeats step S22 to S25 until meet | V _h-V _l| <e.

Preferably, described step S21 comprises

S211, determine to optimize effective limited speed belt;

S212, to the effective limited speed belt of the optimization determined, be optimized sub-range divide;

S213, calculate function curve E (t) of each sub-range Train Schedule and energy consumption;

S214, to being optimized distribution the working time in each interval;

S215, calculate all limited speed belts and optimize the power-save operation sequence in sub-range, and gathering the power-save operation sequence becoming whole train running interval, and the initial sum duration that each operation is corresponding.

Preferably, described step S24 comprises

S241, calculating E _l, E _hand E _min cruise-speed value corresponding to minimum value:

$V_l^t=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},E\left(v\right)=min(E_l,E_h,E_m)\};$

S242, calculating E _l, E _hand E _min cruise-speed value corresponding to maximal value:

$V_h^t=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},E\left(v\right)=max(E_l,E_h,E_m)\};$

S243, to cruise speed lower limit V _lwith cruise speed higher limit V _hand the E of correspondence _land E _hupgrade, obtain the cruise speed higher limit V after upgrading _hwith the power consumption values E of its correspondence _h:

$V_h=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},v\&NotEqual;V_l,v\&NotEqual;V_h^t\}$

E _h＝{E|E∈{E _l,E _h,E _m},min(E _l,E _h,E _m)<E<max(E _l,E _h,E _m)}；

Obtain the cruise speed lower limit V after upgrading _lwith the power consumption values E of its correspondence _l:

$V_l=V_l^t$

E _l＝min(E _l,E _h,E _m)。

Preferably, the account form of described Train delay time is: Train delay time=train m-Train operation plan arrival time when getting to the station;

The total energy consumption E of described train _sumfor: E _sum=∑ F (k) [x (k)-x (k-1)], in formula, F (k) passes through Modeling Method for Train Dynamics: $m\frac{v(k+1)-v\left(k\right)}{\mathrm{\&Delta;}T}=F\left(k\right)-r\&lsqb;v\left(k\right)\&rsqb;+G\&lsqb;x\left(k\right)\&rsqb;$ Try to achieve, wherein, m is train weight, Δ T is sampling interval, v (k) is the train running speed in k moment, the train operation position that x (k) is the k moment, and F (k) is the tractive force of train in k moment, the train operation datum drag that r [v (k)] is the k moment, the gradient weight component that G [x (k)] is the k moment; Utilize the train position obtained in step S3, calculate the weight component of train in x (k) position according to gradient basic data: G [x (k)]=mgj, wherein g is gravity constant, and j is the gradient thousand fractional value.

A kind of train operator's DAS (Driver Assistant System), this system comprises

GPS locating module, based on gps system, locates train current location;

Data acquisition module, for receiving the GPS locating information of train, and is sent to computing unit;

Computing unit, for calculating the energy-saving driving sequence of train, the position of train and speed, switching countdown, train operation deviation and train energy consumption;

Database module, for storing outside input or the basic data information imported, storing the result of calculation of computing unit and based on external unit call instruction, exporting object run sequence or target velocity curve.

Preferably, described computing unit comprises

Energy-saving driving sequence computing module, for calculating energy-saving driving sequence according to basic data information, and the target velocity curve generated and object run sequence;

Position and speed calculation module, based on basic data information, the calculating of train position: utilize direct projection algorithm to calculate train current location, and train speed calculates:

Switch countdown computing module, utilize T _d=T _n-T _ccalculate and switch countdown, wherein, T _nfor the object time that next object run is corresponding, T _cfor the current time read;

Train operation deviation computing module, utilizes T _e=T _c-T _pcalculate train operation deviation time, wherein, T _pfor the time corresponding to the train current location query aim sequence of operation, T _cfor reading the current time; With

Energy consumption calculation module, utilizes formula E _sum=∑ F (k) [x (k)-x (k-1)] calculates the total energy consumption of train.

Preferably, this system comprises further

Human-computer interaction module, for setting up information input between user and system, inquiry and the output display of system-computed result;

Wireless communication module, for receiving the dispatch command of train controlling center;

Data acquisition module, for dispatch command is sent to computing unit, recalculates the external control instruction of energy-saving driving sequence as computing unit.

Beneficial effect of the present invention is as follows:

Technical scheme advantage of the present invention is:

1, expandability is strong

Present invention employs the method for manually input or file importing line tower foundation data, basic data comprises station information, driver information, circuit geographical location information, time-table, Bus Schedules and information of vehicles, grade information, curvature information and speed-limiting messages.Consider that actual railway supplyline circuit-switched data is many, vehicle configuration data are complicated, and the research of power saving is required that the flexibility ratio of data is high, extendability is strong, the present invention can expand line parameter circuit value configuration data, vehicle parameter configuration data etc., revise, and can meet the demand of the data configuration of different circuit.In addition, the data-interface that native system is reserved makes native system can carry out effectively integrated with other system, directly for other system provides experimental data or decision scheme.

2, auxiliary driving information has real-time

The present invention can provide driving assistance information in real time, train present speed, position and target velocity distance can be shown in real time, the line information in certain limit can be shown intuitively, comprise speed limit and grade information, can Dynamic Announce historical speed curve and target velocity curve, current operation can be shown particularly, next operation and the time apart from next operation, next stop information, current system time and late information etc. can be shown exactly.

3, drive simulating training can be widely used in

The present invention can provide each train running information driven particularly, is easy to the data analysis to having comparability, and provides evaluation to each driver behavior, not only can assist driver driving in practice, also can give training driver.

Accompanying drawing explanation

Below in conjunction with accompanying drawing, the specific embodiment of the present invention is described in further detail;

Fig. 1 illustrates the schematic diagram of a kind of train operator's auxiliary driving method of the present invention;

Fig. 2 illustrates the schematic diagram of a kind of train operator's DAS (Driver Assistant System) of the present invention;

Fig. 3 illustrates that train energy-saving of the present invention drives the calculation flow chart of sequence;

Fig. 4 illustrates energy-saving driving sequence computing method under given cruise speed condition of the present invention;

Fig. 5 illustrates the schematic diagram that optimization sub-range of the present invention divides;

Fig. 6 illustrates the schematic diagram that energy-saving speed curve of the present invention adjusts;

Fig. 7 illustrates the schematic diagram of utilization of the present invention direct projection algorithm calculated column truck position;

Fig. 8 illustrates the schematic diagram of energy-saving speed curve simulation example in the present embodiment.

Embodiment

In order to be illustrated more clearly in the present invention, below in conjunction with preferred embodiments and drawings, the present invention is described further.Parts similar in accompanying drawing represent with identical Reference numeral.It will be appreciated by those skilled in the art that specifically described content is illustrative and nonrestrictive, should not limit the scope of the invention with this below.

The invention discloses a kind of train auxiliary driving method, the step of the method comprises

Step S1, the configuration basic data such as train and circuit, the mode that these tables of data import by manually input or file is stored in database; Wherein basic data comprises station information, driver information, circuit geography information, time-table, Bus Schedules and information of vehicles, grade information, curvature information and speed-limiting messages etc.

Step S2, calculate energy-saving driving sequence according to basic data, preserve the target velocity curve and object run sequence that generate; Energy-saving driving sequence by maximum acceleration, cruise, coasting and maximum braking four operations form, as shown in Figure 3, the step calculating energy-saving driving sequence in this step comprises

S21, calculating cruise speed hunting zone

Cruise speed hunting zone is [V _lv _h], V _lfor lower limit, V _hfor higher limit.Interval average running speed is V ₀: V ₀=range ability/working time.It is T that interval plan runs T.T..Maximum speed limit value it is the maximal value in all speed limits.Minimum speed limit it is the minimum value in all speed limits.

The lower limit defining method of cruise speed hunting zone is:

First the hunting zone of lower limit is determined: computation interval average running speed V ₀.If minimum speed limit be greater than V ₀, so lower limit hunting zone is $\&lsqb;\begin{array}{cc}{V}_0& V_h^{limit}\end{array}\&rsqb;,$ Otherwise hunting zone is $\&lsqb;\begin{array}{cc}{V}_l^{limit}& V_h^{limit}\end{array}\&rsqb;.$

Cruise speed lower limit defining method is: dichotomy can be adopted to determine this lower limit.If train only adopts maximum acceleration, cruise and the array mode of maximum braking is run, when equaling plan running time T the working time that a certain cruise speed is corresponding, so set the lower limit that this cruise speed is train cruise speed.

The higher limit defining method of cruise speed hunting zone is:

Maximum speed limit value as cruise speed, train only adopts maximum acceleration, the array mode of coasting and maximum braking is run, coasting or maximum damped condition can only be switched to if namely train is maximum when accelerating to cruise-speed value, and make the coasting time long as far as possible under the condition meeting speed limit.If now Train Schedule is greater than plan running time T, so Maximum speed limit be set as cruise speed higher limit.Otherwise employing dichotomy, until $\left[\begin{array}{cc}{V}_l& V_h^{limit}\end{array}\right]$ Find a cruise-speed value in interval, this value equals to plan running time T just corresponding working time, then this value is the higher limit of cruise speed.

Calculate cruise speed lower limit V _lwith cruise speed higher limit V _hcorresponding energy-saving driving sequence energy consumption E _land E _h; As shown in Figure 4, given cruise speed is calculated.The step calculating the energy-saving driving sequence under given cruise speed comprises

S211, determine to optimize effective speed limit

For given cruise speed v _s(v _s=V _lor v _s=V _h), definition speed limit is lower than v _sspeed limit be " optimizing effective speed limit ", corresponding speed restrictive block is defined as optimizes effective limited speed belt, and train runs according to speed limit (or close to speed limit) at such limited speed belt.

S212, to the effective limited speed belt of the optimization determined, be optimized sub-range divide

The optimised effective limited speed belt of whole train running interval is partitioned into some sub-ranges, defines these sub-ranges for optimizing sub-range.As shown in Figure 5, whole interval is divided into 3 sub-ranges by limited speed belt.

S213, calculate energy consumption E (t) curve in each sub-range

For the sub-range 1 in Fig. 5, first specify several operation time { t in this sub-range ₁₁, t ₁₂, t ₁₃... t _1n, then calculate power-save operation sequence energy consumption { E corresponding to each working time ₁₁, E ₁₂, E ₁₃... E _1n, finally adopt curve-fitting method to set up E ₁(t ₁) funtcional relationship.

Given cruise speed v _swith sub-range t working time _1ipower-save operation sequence computing method are determined in situation:

First do not consider the factors such as speed limit, generate energy-saving speed curve, then consider the gradient, curve of regulating the speed, be finally optimized curve.Concrete:

As shown in Figure 6, under straight rail conditions, the optimum energy-conservation curve of train is made up of four kinds of operations, is respectively maximum traction, cruises, coasting and maximum braking, sets working time corresponding to this four-stage and distance is respectively { t _a, t _s, t _c, t _band { x _a, x _s, x _c, x _b.At cruise speed v _swhen known, so can calculate t working time in maximum traction stage according to Modeling Method for Train Dynamics _awith range ability x _a.So its dependent variable meets following formula constraint:

x _a+x _s+x _c+x _b＝S

t _a+t _s+t _c+t _b＝T

Wherein, S is train operation distance, and T is train operation T.T..Definition Modeling Method for Train Dynamics

$m\frac{dv}{dt}=F\left(t\right)-r\left(v\right)+G\left(x\right)$

r(v)＝a+bv+cv ²

G(x)＝m·g·j

Wherein, m is train weight, and F (t) is tractive force of train or damping force, and r (v) is train basic resistance, G (x) is ramp place train weight component, a, b, c is known constant, and g is gravity acceleration constant, and j is the gradient thousand mark.

Can in the hope of { t according to above-mentioned two constraints and Modeling Method for Train Dynamics _a, t _s, t _c, t _band { x _a, x _s, x _c, x _b.Obtain above-mentioned parameter, also just obtain the energy-saving speed curve corresponding to straight track, and power-save operation sequence and initial time thereof.

All there is ramp in true train circuit, this patent will adjust the part of cruising of energy-saving speed curve according to value of slope.Illustrate energy-saving speed curve method of adjustment below.As shown in Figure 6, if current hill grade value is j (definition descending on the occasion of), if

m·g·j>r(v)

So train can start coasting by certain 1 p before the change point e of ramp, until certain some q of train after gug ef section returns to original cruise-speed value.So original energy-saving speed curve constant-speed cruise section will become coasting down-coasting acceleration-coasting down three phases.The principle of selection coasting starting point p is that the average velocity of the rate curve pq section after adjustment equals original cruise speed, namely

S214, to being optimized distribution the working time in each interval

Suppose that distance between sites be S and total run time is T, train travels at the uniform speed according to the speed limit of regulation on two limited speed belts, and so train is known in the working time of limited speed belt 1 and limited speed belt 2.So the power saving between this station can be converted into the assignment problem of the working time in three sub-ranges (sub-range 1, sub-range 2 and sub-range 3), in conjunction with the train dynamics differential equation, this optimization problem be defined as:

$\left\{\begin{array}{c}\begin{array}{cc}\underset{t_i}{min}& E=\underset{i=1}{\overset{3}{\&Sigma;}}E\left(t_i\right)\end{array}\\ S=S_1+S_2+S_3+S_{01}+S_{02}\\ T=\underset{i=1}{\overset{3}{\&Sigma;}}{t}_i+t_{s1}+t_{s2}\end{array}\right.$

The present invention utilizes lagrange's method of multipliers to calculate three interval working times, realizes optimizing distributing.

S215, calculating energy-saving driving sequence

Train operation is when limited speed belt, and train operating mode is for cruising, and tractive force (or damping force) size changes with slope change, can calculate obtain tractive force (damping force) and traction (braking) time according to Modeling Method for Train Dynamics.

Train optimize sub-range i time, Train Schedule t _i, calculate corresponding optimization according to step S213 and drive sequence, extract corresponding operation and working time information.

The sequence of operation in all limited speed belts and optimization sub-range is gathered the power-save operation sequence becoming whole train running interval, and the initial sum duration that each operation is corresponding.

S22, calculating intermediate value cruise speed V _m;

According to dichotomy principle, calculate intermediate value cruise speed V _m, computing formula is as follows:

S23, calculating V _mcorresponding power-save operation sequence energy consumption E _m, computing method are identical with the step calculating power-save operation sequence energy consumption in step S21;

S24, renewal cruise speed lower limit V _lwith cruise speed higher limit V _hand the energy consumption of correspondence

First E is calculated _l, E _hand E _min cruise-speed value corresponding to minimum value, defining this value is

$V_l^t=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},E\left(v\right)=\min (E_l,E_h,E_m)\}$

Calculate E _l, E _hand E _min cruise-speed value corresponding to maximal value, defining this value is

$V_h^t=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},E\left(v\right)=max(E_l,E_h,E_m)\}$

V after so upgrading _hand E _hbe defined as

$V_h=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},v\&NotEqual;V_l^t,v\&NotEqual;V_h^t\}$

E _h＝{E|E∈{E _l,E _h,E _m},min(E _l,E _h,E _m)<E<max(E _l,E _h,E _m)}

V after renewal _land E _lbe defined as

$V_l=V_l^t$

E _l＝min(E _l,E _h,E _m)

S25, judgement calculate end condition

If V _land V _hthe absolute value of difference be less than specified value e, namely | V _h-V _l| <e

So calculate termination, otherwise step S23 continues to calculate intermediate value cruise speed.

The GPS locating information of step S3, timing reading train locating module, in conjunction with the circuit geography information calculated column truck position in basic data.As shown in Figure 7, the present invention adopts direct projection algorithm to calculate the position of train in rectilinear orbit region, its principle is that GPS anchor point projects to neighbouring circuit, calculates the distance of this coordinate node to intersection point, and can meet hangs down apart from the shortest intersection point point is the position of train on track circuit.Adopt curve projection method in curve track region, GPS anchor point is connected with the curve track center of circle, and the intersection point between line and track is subpoint, using this subpoint as the position on train again track.

Step S4, calculate train present speed according to train current location information and historical position information.Train speed computing formula:

$v\left(k\right)=\frac{x\left(k\right)-x(k-1)}{\mathrm{\&Delta;}T}$

Step S5, whether to reach home according to train present speed and position judgment train; If so, then direct statistical study is carried out to train, calculate the total energy consumption of train and late temporal information; Then perform step S6 if not.

The information such as statistical study principal statistical train energy consumption, late time, driver operation sequence statistic in step S5.Wherein, late Time Calculation: Train delay time=m-Train operation plan arrival time when getting to the station;

Train energy consumption calculates and comprises:

Set up Modeling Method for Train Dynamics: $m\frac{v(k+1)-v\left(k\right)}{\mathrm{\&Delta;}T}=F\left(k\right)-r\&lsqb;v\left(k\right)\&rsqb;+G\&lsqb;x\left(k\right)\&rsqb;$

In model, m is train weight, Δ T is sampling interval, v (k) is the train running speed in k moment, the train operation position that x (k) is the k moment, F (k) is the tractive force of train in k moment, the train operation datum drag that r [v (k)] is the k moment, the gradient weight component that G [x (k)] is the k moment.Train position and speed are calculated by step S3, train weight is also known, the weight component of train in x (k) position also can calculate according to gradient basic data: G [x (k)]=mgj, and wherein g is gravity constant, and j is the gradient thousand fractional value.F (k) can be calculated, so train total energy consumption E according to above-mentioned data _sumfor:

E _sum＝∑F(k)[x(k)-x(k-1)]

Step S6, foundation train target velocity curve calculate train operation deviation time; If deviation time exceeds the threshold range of setting, then recalculate energy-saving driving sequence according to remaining runtime and distance, and preserve the target velocity curve and object run sequence that generate; If deviation time in the threshold range of setting, then performs step S7.Train operation deviation time T _e: T _e=T _c-T _p, wherein, T _pfor the time corresponding according to the train current location query aim sequence of operation, T _cfor the current time read.

Step S7, according to train current location, read current and next object run and show, and with next operation of countdown form display distance switching time.T between the countdown of next object run _dfor: T _d=T _n-T _c, wherein, T _nfor the object time that next object run is corresponding, T _cfor the current time read.

Step S8 records train operating data, comprises train running information, train speed distance Curve, driver operation sequence and GPS information.

Step S9 shows the speed limit of section before and after current train, the gradient, curvature, train target velocity distance Curve and historical speed distance Curve, returns step S3.

Step S10 repeats step S3 to S9, until detect that train is reached home.

The present invention further discloses a kind of train DAS (Driver Assistant System), this system comprises based on GPS locating module, for carrying out current location location to train; For receiving the GPS locating information of train, and be sent to the data acquisition module of computing unit; For the computing unit calculated the energy-saving driving sequence of train, the position of train and speed, switching countdown, train operation deviation and train energy consumption; With the result of calculation of the basic data information for storing outside input or importing, storage computing unit with based on external unit call instruction, export the database module of object run sequence or target velocity curve.

In this programme, the function of this computing unit comprises a) calculating and calculates energy-saving driving sequence based on basic data, Train Schedule and range ability, and object run sequence and target velocity curve stored in database module; B) according to GPS locating information and circuit geography information calculated column truck position and speed; C) read current and next object run, calculate the countdown being switched to next operation long; D) train operation deviation time is calculated; E) statistical study train operating data stored in database.In order to meet the calculation requirement of above-mentioned functions, this computing unit comprises for calculating energy-saving driving sequence according to basic data information, and generate target velocity curve and object run sequence energy-saving driving sequence computing module, based on basic data information, utilize direct projection algorithm to calculate train current location, and the position of train speed and speed calculation module, utilize T _d=T _n-T _ccalculate the switching countdown computing module switching countdown, wherein, T _nfor the object time that next object run is corresponding, T _cfor read current time, utilize T _e=T _c-T _pcalculate the train operation deviation computing module of train operation deviation time; With utilize formula E _sum=∑ F (k) [x (k)-x (k-1)] calculates the energy consumption calculation module of the total energy consumption of train.

Database module major function described in this programme comprises: a) store the information such as the location that data acquisition module provides; B) basic data of man-machine interface typing or importing is stored; C) store and export object run sequence, target velocity curve.

This system information comprised further for user and system inputs, inquire about and system-computed result output display human-computer interaction module, for receive the dispatch command of train controlling center wireless communication module and for dispatch command is sent to computing unit, recalculate the external control instruction data acquisition module of energy-saving driving sequence as computing unit.Wherein, described schedule information comprises the information such as Train Schedule adjustment and train dwelling adjustment.

In this programme, described human-computer interaction module major function comprises: a) provide basic data typing/introducting interface; B) inquire about, show and editor's basic data; C) Speed limit curve of section before and after current location, intensity gradient curve, curvature curve, target velocity curve and historical speed curve d is graphically shown) show current goal operation and next object run, show next object run switching time with countdown form; E) next target station, plan arrival time, current time and late time is shown; F) with panel board form display train present speed; G) inquiry and display analysis and statistical information.

In this programme, data acquisition module also can increase the function gathering In-vehicle device controller VOBC information further, and the information of collection comprises train speed, position and train energy consumption parameter etc.

Now for the optimization sub-range dividing mode shown in Fig. 5, provide the simulation example that a group calculates energy-saving speed curve, specific as follows:

The each parameter definition of table 1 simulation example

As shown in Figure 8, energy consumption-function of time that the parameter defined according to table 1 calculates 3 sub-ranges is as follows:

Sub-range 1 energy consumption-function of time E (t ₁) be:

$E\left(t_1\right)=0.0214t_1^2-3.6093t_1+160.1276(66\&le;t_1\&le;82)$

Sub-range 2 energy consumptions-function of time E (t ₂) be:

$E\left(t_2\right)=0.0619t_2^2-5.1297t_2+107.274(31\&le;t_2\&le;42)$

Sub-range 3 energy consumptions-function of time E (t ₃) be:

$E\left(t_3\right)=0.0183t_3^2-3.1428t_3+136.077(67\&le;t_3\&le;83)$

According to optimizing allocation algorithm working time, to calculate sub-interval time as follows:

t ₁＝73.74s,t ₂＝37.77s,t ₃＝73.48s

The train energy consumption that this energy-saving speed curve is corresponding is 19.2499kWh.

Obviously; the above embodiment of the present invention is only for example of the present invention is clearly described; and be not the restriction to embodiments of the present invention; for those of ordinary skill in the field; can also make other changes in different forms on the basis of the above description; here cannot give exhaustive to all embodiments, every belong to technical scheme of the present invention the apparent change of extending out or variation be still in the row of protection scope of the present invention.

Claims (10)

1. train operator's auxiliary driving method, is characterized in that, the step of the method comprises

S1, configuration train and line tower foundation data message, and the mode of manually input or file importing is stored in database;

S2, calculate energy-saving driving sequence according to described basic data information, and preserve the target velocity curve and object run sequence that generate;

The GPS locating information of S3, timing acquisition train, based on described basic data information, calculates train current location;

S4, calculate train present speed according to train current location information and historical position information;

S5, whether to reach home according to train present speed and position judgment train; If so, then the direct basic data information according to train and operation information calculate the total energy consumption of train and late temporal information, if not, then perform step S6;

S6, calculate train operation deviation time according to train target velocity curve; If deviation time exceeds the threshold range of setting, then recalculate energy-saving driving sequence according to remaining runtime and distance, and preserve the target velocity curve and object run sequence that generate; If deviation time in the threshold range of setting, then performs step S7;

S7, current and next object run that will calculate, be shown to human pilot with the form of viewdata, and with the time that next object run of countdown form display distance switches.

2. auxiliary driving method according to claim 1, it is characterized in that, described train and line tower foundation data message comprise station information, driver information, circuit geography information, time-table, Bus Schedules and information of vehicles, grade information, curvature information and speed-limiting messages.

3. auxiliary driving method according to claim 1, is characterized in that, the method comprises further

S8, record train operating data, these data comprise train running information, train speed distance Curve, driver operation sequence and GPS information;

S9, acquisition show the speed limit of section before and after current train, the gradient, curvature, train target velocity distance Curve and historical speed distance Curve, return step S3;

S10, repetition step S3 to S9, until detect that train is reached home.

4. auxiliary driving method according to claim 1, is characterized in that, the step of described calculating energy-saving driving sequence comprises

S21, calculating cruise speed lower limit V _lwith cruise speed higher limit V _h, determine cruise speed hunting zone, and calculate cruise speed lower limit V _lwith cruise speed higher limit V _hcorresponding power-save operation sequence energy consumption E _land E _h;

S22, based on dichotomy, calculate intermediate value cruise speed V _m;

S23, the power-save operation sequence energy consumption E that calculating intermediate value cruise speed is corresponding _m;

S24, renewal cruise speed lower limit V _lwith cruise speed higher limit V _hand the energy consumption of correspondence;

If S25 cruise speed lower limit V _lwith cruise speed higher limit V _hthe absolute value of difference be less than specified value e, namely | V _h-V _l| <e, then calculate end, if not, then repeats step S22 to S25 until meet | V _h-V _l| <e.

5. auxiliary driving method according to claim 4, is characterized in that, described step S21 comprises

S211, determine to optimize effective limited speed belt;

S212, to the effective limited speed belt of the optimization determined, be optimized sub-range divide;

S213, calculate function curve E (t) of each sub-range Train Schedule and energy consumption;

S214, to being optimized distribution the working time in each interval;

S215, calculate all limited speed belts and optimize the power-save operation sequence in sub-range, and gathering the power-save operation sequence becoming whole train running interval, and the initial sum duration that each operation is corresponding.

6. auxiliary driving method according to claim 4, is characterized in that, described step S24 comprises

S241, calculating E _l, E _hand E _min cruise-speed value corresponding to minimum value:

$V_l^t=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},E\left(v\right)=min(E_l,E_h,E_m);$

S242, calculating E _l, E _hand E _min cruise-speed value corresponding to maximal value:

$V_h^t=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},E\left(v\right)=max(E_l,E_h,E_m)\};$

S243, to cruise speed lower limit V _lwith cruise speed higher limit V _hand the E of correspondence _land E _hupgrade, obtain the cruise speed higher limit V after upgrading _hwith the power consumption values E of its correspondence _h:

$V_h=\left\{v\right|v\&Element;\{V_l,V_h,V_m\},v\&NotEqual;V_l^t,v\&NotEqual;V_h^t\}$

E _h＝{E|E∈{E _l,E _h,E _m},min(E _l,E _h,E _m)<E<max(E _l,E _h,E _m)}；

Obtain the cruise speed lower limit V after upgrading _lwith the power consumption values E of its correspondence _l:

$V_l=V_l^t$

E _l＝min(E _l,E _h,E _m)。

7. auxiliary driving method according to claim 1, is characterized in that, the account form of described Train delay time is: Train delay time=train m-Train operation plan arrival time when getting to the station;

The total energy consumption E of described train _sumfor: E _sum=∑ F (k) [x (k)-x (k-1)], in formula, F (k) passes through Modeling Method for Train Dynamics: $m\frac{v(k+1)-v\left(k\right)}{\mathrm{\&Delta;}T}=F\left(k\right)-r\&lsqb;v\left(k\right)\&rsqb;+G\&lsqb;x\left(k\right)\&rsqb;$ Try to achieve, wherein, m is train weight, v (k) is the train running speed in k moment, the train operation distance that x (k) is the k moment, and F (k) is the tractive force of train in k moment, the train operation datum drag that r [v (k)] is the k moment, the gradient weight component that G [x (k)] is the k moment; Utilize the train position obtained in step S3, calculate the weight component of train in x (k) position according to gradient basic data: G [x (k)]=mgj, wherein g is gravity constant, and j is the gradient thousand fractional value.

8. train operator's DAS (Driver Assistant System), is characterized in that, this system comprises

GPS locating module, based on gps system, locates train current location;

Data acquisition module, for receiving the GPS locating information of train, and is sent to computing unit;

Computing unit, for calculating the energy-saving driving sequence of train, the position of train and speed, switching countdown, train operation deviation and train energy consumption;

Database module, for storing outside input or the basic data information imported, storing the result of calculation of computing unit and based on external unit call instruction, exporting object run sequence or target velocity curve.

9. DAS (Driver Assistant System) according to claim 8, is characterized in that, described computing unit comprises

Energy-saving driving sequence computing module, for calculating energy-saving driving sequence according to basic data information, and the target velocity curve generated and object run sequence;

Position and speed calculation module, based on basic data information, the calculating of train position: utilize direct projection algorithm to calculate train current location, and train speed calculates:

Switch countdown computing module, utilize T _d=T _n-T _ccalculate and switch countdown, wherein, T _nfor the object time that next object run is corresponding, T _cfor the current time read;

Train operation deviation computing module, utilizes T _e=T _c-T _pcalculate train operation deviation time, wherein, T _pfor the time corresponding to the train current location query aim sequence of operation, T _cfor the current time read; With

Energy consumption calculation module, utilizes formula E _sum=∑ F (k) [x (k)-x (k-1)] calculates the total energy consumption of train.

10. DAS (Driver Assistant System) according to claim 8, is characterized in that, this system comprises further

Human-computer interaction module, for setting up information input between user and system, inquiry and the output display of system-computed result;

Wireless communication module, for receiving the dispatch command of train controlling center;

Data acquisition module, for dispatch command is sent to computing unit, recalculates the external control instruction of energy-saving driving sequence as computing unit.