CN105551337B - A kind of train operator's auxiliary driving method and system - Google Patents
A kind of train operator's auxiliary driving method and system Download PDFInfo
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Abstract
The invention discloses a kind of train operator's auxiliary driving method, this method includes configuration basic data；The GPS location information of train is obtained, using GPS location information, is blended with the track data in basic data, calculates train speed and position, current and next step driver behavior, including target velocity, object run are calculated according to train current location；Can online updating driver behavior after Train delay or operational plan change.Record train operating data is simultaneously analyzed, and shows train operation statistic analysis result.A kind of train operator's DAS (Driver Assistant System) is further disclosed, the system includes d GPS locating module, wireless communication module, computing unit, human-computer interaction module, database module, data acquisition module.The advantage of the invention is that expandability is strong, auxiliary driving information has the characteristics that real-time and can be widely applied to drive simulating training.
Description
Technical Field
The invention relates to operation control of rail transit trains, in particular to a method and a system for assisting driving of a train driver.
Background
Energy and economy are the basis of economic development in China and are important factors restricting the development of social economy. Railway transportation is taken as an important component of a comprehensive transportation system in China, and bears one third of the total turnover quantity of passenger transportation in China and one half of the total turnover quantity of freight transportation in China, so that the railway transportation department becomes one of the units with the largest energy consumption in national economy in China.
Taking Beijing urban rail transit as an example, the planned electricity consumption of the Beijing rail transit network in 2015 is 13.9 hundred million degrees, which accounts for about 1.2 percent of the total electricity consumption of the Beijing urban network. According to the statistical analysis of the urban rail transit power load, the energy consumption is mainly distributed in the train traction power consumption and the power consumption of various power auxiliary and lighting devices, wherein the energy consumption is the largest particularly in traction power supply, and nearly 50% of the energy consumption comes from the train traction energy consumption. Therefore, one of the important ways to reduce the energy consumption of the urban rail transit system is to reduce the train traction energy consumption. The train traction energy consumption is used for train operation, so that the energy-saving operation of the train becomes the most effective important means for reducing the train traction energy consumption.
The related literature shows that different operation modes have important influence on the energy consumption of the train under the condition that the line condition, the characteristics of the rolling stock, the running speed and the like are the same in the railway freight transportation process, and the energy consumption difference in the train running process caused by the height of the driver operation technical level can reach 30%. An experienced driver can master the operation time on the premise of ensuring the transportation requirement, and energy waste caused by forced use of braking for speed reduction when approaching the speed limit, premature loss of kinetic energy when braking, improper use when coasting and the like is reduced.
Therefore, under the background of building a resource-saving and environment-friendly society in China, the energy consumption condition of the train is researched, and a real-time specific reasonable driving suggestion provided for a train driver is particularly important for the energy-saving operation of the train.
Therefore, a new train driving assistance method and system are needed to meet the requirements of railway development.
Disclosure of Invention
The invention aims to solve the technical problems of high train operation energy consumption, serious locomotive abrasion and simulated training of a driver by providing a train driver auxiliary driving method and a train driver auxiliary driving system.
In order to solve the technical problem, the invention adopts the following technical scheme:
a method for assisting driving of train driver includes such steps as
S1, configuring basic data information of a train and a line, and storing the basic data information into a database in a manual input or file import mode;
s2, calculating an energy-saving driving sequence according to the basic data information, and storing a generated target speed curve and a target operation sequence;
s3, acquiring GPS positioning information of the train at regular time, and calculating the current position of the train based on the basic data information;
s4, calculating the current speed of the train according to the current position information and the historical position information of the train;
s5, judging whether the train reaches the terminal point according to the current speed and position of the train; if yes, calculating the total energy consumption and the late time information of the train directly according to the basic data information and the operation information of the train, and if not, executing the step S6;
s6, calculating train running deviation time according to the train target speed curve; if the deviation time exceeds the set threshold range, recalculating the energy-saving driving sequence according to the residual running time and distance, and storing the generated target speed curve and the target operation sequence; if the deviation time is within the set threshold range, executing step S7;
and S7, displaying the current and next target operation obtained by calculation to a driver in a visual data mode, and displaying the time for switching the next target operation in a countdown mode.
Preferably, the train and route basic data information includes station information, driver information, route geographical information, train schedule, train number information, vehicle information, gradient information and speed limit information.
Preferably, the method further comprises
S8, recording train operation data, wherein the data comprises train operation information, a train speed distance curve, a driver operation sequence and GPS information;
s9, acquiring and displaying the speed limit, the gradient, the curvature, the train target speed distance curve and the historical speed distance curve of the front section and the rear section of the current train, and returning to the step S3;
and S10, repeating the steps S3 to S9 until the train is detected to reach the terminal.
Preferably, the step of calculating an energy-saving driving sequence includes
S21, calculating a cruise speed lower limit value V l And cruise speed upper limit value V h Determining a cruise speed search range, and calculating a cruise speed lower limit value V l And cruise speed upper limit value V h Energy consumption E of corresponding energy-saving driving sequence l And E h ；
S22, calculating the median cruising speed V based on the dichotomy m ；
S23, calculating energy consumption E of energy-saving operation sequence corresponding to the median cruise speed m ；
S24, updating the cruise speed lower limit value V l And cruise speed upper limit value V h And its corresponding energy consumption;
s25, if the cruising speed lower limit value V l And cruise speed upper limit value V h Is less than a given value e, i.e. | V h -V l |&E, finishing the calculation, if not, repeating the steps S22 to S25 until the | V is satisfied h -V l |<e。
Preferably, the step S21 includes
S211, determining an optimized effective speed limit belt;
s212, performing optimized subinterval division on the determined optimized effective speed limit zone;
s213, calculating a function curve E (t) of the train running time and the energy consumption of each subinterval;
s214, optimizing and distributing the running time of each interval;
s215, calculating energy-saving operation sequences of all speed limiting bands and all optimized subintervals, and summarizing the energy-saving operation sequences into an energy-saving operation sequence of the whole train operation interval and the corresponding start time and duration time of each operation.
Preferably, the step S24 includes
S241, calculating E l 、E h And E m Cruise speed value corresponding to the minimum value of:
s242, calculating E l 、E h And E m Cruise speed value corresponding to the maximum value of:
s243, for cruising speed lower limit value V l And cruise speed upper limit value V h And corresponding E l And E h Updating to obtain the updated cruise speed upper limit value V h And its corresponding energy consumption value E h ：
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 )}；
Obtaining an updated cruise speed lower limit value V l And its corresponding energy consumption value E l ：
E l ＝min(E l ,E h ,E m )。
Preferably, the train late time is calculated in the following manner: train late time = train arrival station time-train planned arrival time;
total energy consumption E of said train sum Comprises the following steps: e sum ＝∑F(k)[x(k)-x(k-1)]Wherein F (k) is determined by a train dynamics model:obtaining, wherein m is train mass, delta T is sampling interval,v (k) is the train operating speed at time k, x (k) is the train operating position at time k, F (k) is the train tractive effort at time k, r [ v (k)]Is the basic resistance of train operation at the moment k, G [ x (k)]The gradient gravity component at the moment k; calculating a gravity component of the train at the x (k) position from the gradient base data using the train position obtained in step S3: g [ x (k)]And = m g · j, wherein g is a gravity constant and j is a slope kilo-fraction value.
A driver-assisted driving system for train includes
The GPS positioning module is used for positioning the current position of the train based on a GPS system;
the data acquisition module is used for receiving GPS positioning information of the train and sending the GPS positioning information to the computing unit;
the calculating unit is used for calculating an energy-saving driving sequence of the train, the position and the speed of the train, the switching countdown, the train running deviation and the train energy consumption;
and the database module is used for storing externally input or imported basic data information, storing the calculation result of the calculation unit and outputting a target operation sequence or a target speed curve based on an external equipment calling instruction.
Preferably, the computing unit comprises
The energy-saving driving sequence calculation module is used for calculating an energy-saving driving sequence according to the basic data information and generating a target speed curve and a target operation sequence;
and the position and speed calculation module is used for calculating the position of the train based on the basic data information: calculating the current position of the train by using a direct projection algorithm, and calculating the speed of the train:
switching countdown calculation module using T d ＝T n -T c Calculating a switch countdown, wherein T n Target time, T, for the next target operation c Is the current time of reading;
train running deviation calculation module using T e ＝T c -T p Calculating train operation deviation time, wherein T p For inquiring the time, T, corresponding to the target operation sequence according to the current position of the train c To read the current time; and
energy consumption calculation module using formula E sum ＝∑F(k)[x(k)-x(k-1)]And calculating the total energy consumption of the train.
Preferably, the system further comprises
The man-machine interaction module is used for establishing information input and query between a user and the system and outputting and displaying a system calculation result;
the wireless communication module is used for receiving a dispatching instruction of a train control center;
and the data acquisition module is used for sending the scheduling instruction to the computing unit and serving as an external control instruction for recalculating the energy-saving driving sequence by the computing unit.
The invention has the following beneficial effects:
the technical scheme of the invention has the advantages that:
1. strong expandability
The invention adopts a method of manually inputting or importing files into basic data of a line, wherein the basic data comprises station information, driver information, geographical line position information, a train schedule, train number information, vehicle information, gradient information, curvature information and speed limit information. Considering that the actual railway transportation line has more data, the vehicle configuration data is complex, and the research on the energy-saving problem requires high flexibility and strong expansibility, the invention can expand and correct the line parameter configuration data, the vehicle parameter configuration data and the like, and can meet the requirements of data configuration of different lines. In addition, the reserved data interface of the system enables the system to be effectively integrated with other systems, and experimental data or decision schemes are directly provided for the other systems.
2. The driving assistance information has real-time performance
The invention can give out driving auxiliary information in real time, can display the current speed, position and target speed distance of the train in real time, can visually display the line information in a certain range, including speed limit and gradient information, can dynamically display a historical speed curve and a target speed curve, can specifically display the current operation, the next operation and the time to the next operation, and can accurately display the next station information, the current system time, the late information and the like.
3. Can be widely applied to the simulation driving training
The invention can specifically give train operation information of each driving, is easy to analyze comparable data, gives evaluation to each driving operation, and can assist the driver in driving in practice and train the driver.
Drawings
The following describes the embodiments of the present invention in further detail with reference to the attached drawings;
fig. 1 is a schematic diagram illustrating a method for assisting driving by a train driver according to the present invention;
FIG. 2 is a schematic diagram of a driver assistance system according to the present invention;
FIG. 3 is a flow chart illustrating the calculation of the train energy-saving driving sequence according to the invention;
FIG. 4 illustrates a method of calculating an energy-efficient driving sequence for a given cruise speed condition in accordance with the present invention;
FIG. 5 is a schematic diagram illustrating the optimized subinterval partitioning of the present invention;
FIG. 6 is a schematic diagram illustrating the energy saving speed profile adjustment of the present invention;
FIG. 7 is a schematic diagram of the calculation of train position using a direct projection algorithm according to the present invention;
fig. 8 is a schematic diagram showing an example of simulation of the energy-saving speed curve in the present embodiment.
Detailed Description
In order to more clearly illustrate the present invention, the present invention is further described below with reference to preferred embodiments and the accompanying drawings. Similar components in the figures are denoted by the same reference numerals. It is to be understood by persons skilled in the art that the following detailed description is illustrative and not restrictive, and is not to be taken as limiting the scope of the invention.
The invention discloses a train auxiliary driving method, which comprises the following steps
S1, configuring basic data such as trains and lines, and storing the data tables into a database in a manual input or file import mode; the basic data comprises station information, driver information, route geographic information, a train timetable, train number information, vehicle information, gradient information, curvature information, speed limit information and the like.
S2, calculating an energy-saving driving sequence according to basic data, and storing a generated target speed curve and a target operation sequence; the energy-saving driving sequence consists of four operations of maximum acceleration, cruise, coasting and maximum braking, as shown in fig. 3, wherein the step of calculating the energy-saving driving sequence comprises
S21, calculating a cruise speed search range
Cruise speed search range is [ V ] l V h ]，V l Is a lower limit value, V h Is the upper limit value. Interval average running speed is V 0 ：V 0 = run distance/run time. The total time of the interval plan operation is T. Maximum limit speedIs the maximum of all the limit values. Lowest speed limitIs the minimum of all the speed limit values.
The method for determining the lower limit value of the cruise speed search range comprises the following steps:
firstly, determining the search range of a lower limit value: calculating interval average running speed V 0 . If the lowest speed limit valueGreater than V 0 Then the lower limit value search range isOtherwise the search range is
The cruise speed lower limit value determination method comprises the following steps: the lower limit value may be determined using a dichotomy. If the train only operates in a combination mode of maximum acceleration, cruising and maximum braking, and when the operation time corresponding to a certain cruising speed is equal to the planned operation time T, the cruising speed is set to be the lower limit value of the cruising speed of the train.
The method for determining the upper limit value of the cruise speed search range comprises the following steps:
limit the highest speedAs the cruising speed, the train only adopts the combination mode of maximum acceleration, coasting and maximum braking to run, namely, if the train is accelerated to the cruising speed value to the maximum, the train can only be switched to the coasting or the maximum braking working condition, and the coasting time is enabled to be as long as possible under the condition of meeting the speed limit. If the train running time is greater than the planned running time T at the moment, the highest speed limit is setSet to the cruise speed upper limit value. Otherwise, adopting dichotomy until inAnd finding a cruise speed value in the interval, wherein the corresponding running time of the cruise speed value is just equal to the planned running time T, and the cruise speed value is the upper limit value of the cruise speed.
Calculating cruise speed lower limit value V l And cruise speed upper limit value V h Energy consumption E of corresponding energy-saving driving sequence l And E h (ii) a As shown in fig. 4, the meterA given cruise speed is calculated. The step of calculating an energy-saving driving sequence at a given cruising speed comprises
S211, determining the optimized effective speed limit
For a given cruising speed v s (v s ＝V l Or v s ＝V h ) Defining the speed limit value to be lower than v s The speed limit value is 'optimized effective speed limit', the corresponding speed limit interval is defined as an optimized effective speed limit zone, and the train operates according to the speed limit value (or the speed limit value close to the speed limit value) in the speed limit zone.
S212, optimizing subinterval division on the determined optimized effective speed limit zone
The whole train operation interval is divided into a plurality of sub-intervals by optimized effective speed limit belts, and the sub-intervals are defined as optimized sub-intervals. As shown in fig. 5, the entire interval is divided into 3 sub-intervals by the speed limit band.
S213, calculating the energy consumption E (t) curve of each subinterval
Taking subinterval 1 in FIG. 5 as an example, first a few runtime values { t ] for that subinterval are specified 11 ,t 12 ,t 13 ,...t 1n And then calculating energy consumption { E } of the energy-saving operation sequence corresponding to each running time 11 ,E 12 ,E 13 ,...E 1n And finally, establishing E by adopting a curve fitting method 1 (t 1 ) The functional relationship of (a).
Given cruise speed v s And a subinterval running time t 1i Under the condition, the energy-saving operation sequence calculation method comprises the following steps:
the factors such as speed limit and the like are not considered, an energy-saving speed curve is generated, then the gradient is considered, the speed curve is adjusted, and finally the optimized curve is obtained. Specifically, the method comprises the following steps:
as shown in FIG. 6, under the condition of a straight track, the optimal energy-saving curve of the train consists of four operations, namely maximum traction, cruising, coasting and maximum braking, and the corresponding running time and distance of the four stages are set to be t a ,t s ,t c ,t b And { x } a ,x s ,x c ,x b }. At cruising speed v s Under the known conditionsThe running time t of the maximum traction phase can then be calculated from the train dynamics model a And a travel distance x a . Then the other variables satisfy the following constraints:
x a +x s +x c +x b ＝S
t a +t s +t c +t b ＝T
wherein S is train running distance, and T is total train running time. Defining a train dynamics model
r(v)＝a+bv+cv 2
G(x)＝m·g·j
Wherein m is train mass, F (t) is train traction or braking force, r (v) is train basic resistance, G (x) is train gravity component at the ramp, a, b and c are known constants, G is gravity acceleration constant, and j is gradient thousandth.
From the two constraints and the train dynamics model, t can be obtained a ,t s ,t c ,t b And { x } a ,x s ,x c ,x b }. The parameters are obtained, and an energy-saving speed curve corresponding to the straight track, an energy-saving operation sequence and the starting time of the energy-saving operation sequence are obtained.
The actual train line is on a slope, and the patent adjusts the cruise part of the energy-saving speed curve according to the slope value. The energy saving speed curve adjustment method is exemplified below. As shown in fig. 6, if the current slope value is j (defining a downhill slope as a positive value), if
m·g·j>r(v)
The train can start coasting at a point p before the ramp change point e until the train returns to the original cruise speed value at a point q after passing the downhill ef section. Then the original constant-speed cruise segment of the energy-saving speed curve is changed into three stages of coasting deceleration, coasting acceleration and coasting deceleration. Selecting a coasting start pointThe principle of p is that the average speed of the adjusted speed curve pq section is equal to the original cruising speed, i.e. the speed
S214, optimizing and distributing the running time of each interval
Assuming that the distance between stations is S and the total running time is T, the train runs at a constant speed according to the specified speed limit value on the two speed limit belts, and then the running time of the train on the speed limit belt 1 and the speed limit belt 2 is known. The energy saving problem between the stations can be converted into the distribution problem of the running time of three subintervals (subinterval 1, subinterval 2 and subinterval 3), and the optimization problem is defined as follows by combining the train dynamics differential equation:
the invention calculates the running time of the three intervals by using a Lagrange multiplier method to realize the optimized distribution.
S215, calculating an energy-saving driving sequence
When the train runs in the speed limiting belt, the working condition of the train is cruising, the traction force (or the braking force) changes along with the change of the gradient, and the traction force (the braking force) and the traction (braking) time can be calculated according to a train dynamics model.
When the train is in the optimized subinterval i, the train operation time t i The corresponding optimized driving sequence is calculated according to step S213, and the corresponding operation and operation time information is extracted.
And summarizing the operation sequences of all the speed limit belts and the optimization subintervals into an energy-saving operation sequence of the whole train operation interval and the corresponding starting time and duration time of each operation.
S22, calculating a median cruising speed V m ；
According to the dichotomy principle, calculating a median cruising speed V m The calculation formula is as follows:
s23, calculating V m Corresponding energy-saving operation sequence energy consumption E m The calculation method is the same as the step of calculating the energy consumption of the energy-saving operation sequence in the step S21;
s24, updating the cruise speed lower limit value V l And cruise speed upper limit value V h And its corresponding energy consumption
First calculate E l 、E h And E m The cruise speed value corresponding to the minimum value in (1) is defined as
Calculating E l 、E h And E m The cruise speed value corresponding to the maximum value in (1) is defined as
Then the updated V h And E h Is defined as
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 )}
Updated V l And E l Is defined as
E l ＝min(E l ,E h ,E m )
S25, judging calculation termination conditions
If V l And V h Is less than a given value e, i.e. | V h -V l |<e
The calculation is terminated, otherwise step S23 continues to calculate the median cruise speed.
And S3, reading the GPS positioning information of the train positioning module at regular time, and calculating the train position by combining the route geographic information in the basic data. As shown in FIG. 7, the invention adopts a direct projection algorithm to calculate the position of the train in the linear track area, and the principle is that a GPS positioning point projects to a nearby line, the distance from a coordinate node to a foot is calculated, and the foot point with the shortest vertical distance is the position of the train on the track line. And (3) adopting a curve projection method in the curve track area, connecting the GPS positioning point with the center of a circle of the curve track, taking the intersection point between the connecting line and the track as a projection point, and taking the projection point as the position of the train on the rerail.
And S4, calculating the current speed of the train according to the current position information and the historical position information of the train. Train speed calculation formula:
s5, judging whether the train reaches the end point according to the current speed and position of the train; if yes, directly carrying out statistical analysis on the train, and calculating the total energy consumption and the late time information of the train; if not, executing step S6.
And in the step S5, the statistical analysis mainly counts the energy consumption of the train, the time at a later point, the operation sequence statistics of a driver and other information. Wherein, the late time is calculated as: train late time = arrival station time-train planned arrival time;
the train energy consumption calculation comprises the following steps:
establishing a train dynamics model:
in the model, m is the train mass, Δ T is the sampling interval,v (k) is the train speed at time k, x (k) is the train position at time k, F (k) is the train tractive effort at time k, r [ v (k) ]]Is the basic resistance of train operation at the moment k, G [ x (k)]Is the gradient gravity component at time k. The train position and speed have been calculated in step S3, the train mass is also known, and the gravity component of the train at the x (k) position can also be calculated from the grade base data: g [ x (k)]And = m g · j, wherein g is a gravity constant and j is a slope kilo-fraction value. F (k) can be calculated according to the data, so that the total train energy consumption E is obtained sum Comprises the following steps:
E sum ＝∑F(k)[x(k)-x(k-1)]
s6, calculating train running deviation time according to a train target speed curve; if the deviation time exceeds the set threshold range, recalculating the energy-saving driving sequence according to the residual running time and distance, and storing the generated target speed curve and the target operation sequence; if the deviation time is within the set threshold value range, step S7 is executed. Deviation time T of train operation e ：T e ＝T c -T p Wherein, T p For inquiring the time, T, corresponding to the target operation sequence according to the current position of the train c Is the current time of the reading.
And S7, reading and displaying the current and next target operation according to the current position of the train, and displaying the switching time from the next operation in a countdown mode. Count-down time T of next target operation d Comprises the following steps: t is d ＝T n -T c Wherein, T n Target time, T, for the next target operation c Is the current time of the reading.
And step S8, recording train operation data including train operation information, a train speed and distance curve, a driver operation sequence and GPS information.
And S9, displaying the speed limit, the gradient, the curvature, the train target speed distance curve and the historical speed distance curve of the front section and the rear section of the current train, and returning to the S3.
Step S10 repeats steps S3 to S9 until it is detected that the train reaches the terminal.
The invention further discloses a train auxiliary driving system, which comprises a GPS positioning module used for positioning the current position of the train; the data acquisition module is used for receiving GPS positioning information of the train and sending the GPS positioning information to the computing unit; the calculating unit is used for calculating an energy-saving driving sequence of the train, the position and the speed of the train, the switching countdown, the train running deviation and the train energy consumption; and the database module is used for storing basic data information input or imported from the outside, storing the calculation result of the calculation unit and outputting a target operation sequence or a target speed curve based on an external equipment calling instruction.
In the scheme, the calculation unit has the functions of a) calculating an energy-saving driving sequence based on basic data, train running time and running distance, and storing a target operation sequence and a target speed curve into a database module; b) Calculating the position and the speed of the train according to the GPS positioning information and the route geographic information; c) Reading the current target operation and the next target operation, and calculating the countdown time length for switching to the next operation; d) Calculating the train running deviation time; e) And (5) performing statistical analysis on train operation data and storing the train operation data into a database. In order to meet the calculation requirements of the functions, the calculation unit comprises an energy-saving driving sequence calculation module, a position and speed calculation module and a T-shaped energy-saving driving sequence calculation module, wherein the energy-saving driving sequence calculation module is used for calculating an energy-saving driving sequence according to basic data information and generating a target speed curve and a target operation sequence, the position and speed calculation module is used for calculating the current position of the train and the speed of the train by using a direct projection algorithm based on the basic data information, and the position and speed calculation module is used for calculating the speed of the train by using the T-shaped energy-saving driving sequence d ＝T n -T c A switching countdown calculating module for calculating a switching countdown, wherein T n Target time, T, for the next target operation c For the current time of reading, using T e ＝T c -T p A train operation deviation calculation module for calculating train operation deviation time; and using formula E sum ＝∑F(k)[x(k)-x(k-1)]And the energy consumption calculating module is used for calculating the total energy consumption of the train.
The database module in the scheme mainly has the functions of: a) Storing information such as positioning and the like provided by the data acquisition module; b) Storing basic data input or imported by a human-computer interface; c) And storing and outputting the target operation sequence and the target speed curve.
The system further comprises a human-computer interaction module used for inputting and inquiring information of a user and the system and outputting and displaying a system calculation result, a wireless communication module used for receiving a dispatching instruction of the train control center and an external control instruction data acquisition module used for sending the dispatching instruction to the calculation unit and recalculating the energy-saving driving sequence as the calculation unit. The scheduling information comprises information such as train running time adjustment and train stop adjustment.
In this scheme, the main functions of the human-computer interaction module include: a) Providing a basic data input/import interface; b) Querying, displaying and editing basic data; c) Displaying a speed limit curve, a gradient curve, a curvature curve, a target speed curve and a historical speed curve of a section before and after the current position in a graph form d) displaying the current target operation and the next target operation, and displaying the switching time of the next target operation in a countdown form; e) Displaying a next target station, planned arrival time, current time and late time; f) Displaying the current speed of the train in a dashboard form; g) Query and display analysis and statistical information.
In the scheme, the data acquisition module can further increase the function of acquiring VOBC information of the vehicle-mounted equipment controller, and the acquired information comprises train speed, position, train energy consumption parameters and the like.
Now, taking the optimized subinterval division manner shown in fig. 5 as an example, a set of simulation examples for calculating the energy-saving speed curve is given as follows:
table 1 simulation example parameter definitions
As shown in fig. 8, the energy consumption-time function for 3 subintervals is calculated according to the parameters defined in table 1 as follows:
subinterval 1 energy consumption-time function E (t) 1 ) Comprises the following steps:
subinterval 2 energy consumption-time function E (t) 2 ) Comprises the following steps:
subinterval 3 energy consumption-time function E (t) 3 ) Comprises the following steps:
calculating the subinterval time according to the running time optimal allocation algorithm as follows:
t 1 ＝73.74s,t 2 ＝37.77s,t 3 ＝73.48s
the train energy consumption corresponding to the energy-saving speed curve is 19.2499kWh.
It should be understood that the above-described embodiments of the present invention are examples for clearly illustrating the invention, and are not to be construed as limiting the embodiments of the present invention, and it will be obvious to those skilled in the art that various changes and modifications can be made on the basis of the above description, and it is not intended to exhaust all embodiments, and obvious changes and modifications can be made on the basis of the technical solutions of the present invention.
Claims (6)
1. A method for driver-assisted driving of a train, the method comprising the steps of:
s1, configuring basic data information of a train and a line, and storing the basic data information into a database in a manual input or file import mode;
s2, calculating an energy-saving driving sequence according to the basic data information, and storing a generated target speed curve and a target operation sequence;
s3, acquiring GPS positioning information of the train at regular time, and calculating the current position of the train based on the basic data information;
s4, calculating the current speed of the train according to the current position information and the historical position information of the train;
s5, judging whether the train reaches the terminal point according to the current speed and the current position of the train; if yes, calculating the total energy consumption and the late time information of the train directly according to the basic data information and the operation information of the train, and if not, executing the step S6;
s6, calculating train operation deviation time according to the train target speed curve; if the deviation time exceeds the set threshold range, recalculating the energy-saving driving sequence according to the residual running time and distance, and storing the generated target speed curve and the target operation sequence; if the deviation time is within the set threshold range, executing step S7;
s7, displaying the current target operation and the next target operation obtained through calculation to a driver in a visual data mode, and displaying the time for switching to the next target operation in a countdown mode;
the train and line basic data information comprises station information, driver information, line geographic information, a train schedule, train number information, vehicle information, gradient information, curvature information and speed limit information;
the method further comprises the following steps:
s8, recording train operation data, wherein the data comprises train operation information, a train speed distance curve, a driver operation sequence and GPS information;
s9, acquiring and displaying the speed limit, the gradient, the curvature, the train target speed distance curve and the historical speed distance curve of the front section and the rear section of the current train, and returning to the step S3;
s10, repeating the steps from S3 to S9 until the train is detected to reach the terminal;
the step of calculating an energy-saving driving sequence includes:
s21, calculating a cruise speed lower limit value Vl and a cruise speed upper limit value Vh, determining a cruise speed search range, and calculating energy consumption El and Eh of an energy-saving operation sequence corresponding to the cruise speed lower limit value Vl and the cruise speed upper limit value Vh;
s22, calculating a median cruising speed Vm based on a dichotomy;
s23, calculating energy consumption Em of an energy-saving operation sequence corresponding to the median cruise speed;
s24, updating a cruise speed lower limit value Vl, a cruise speed upper limit value Vh and energy consumption corresponding to the cruise speed lower limit value Vl and the cruise speed upper limit value Vh;
and S25, if the absolute value of the difference between the cruise speed lower limit value Vl and the cruise speed upper limit value Vh is smaller than a given value e, namely | Vh-Vl | < e, finishing the calculation, and if not, repeating the steps S22 to S25 until | Vh-Vl | < e is met.
2. The driving assist method according to claim 1, wherein the step S21 includes:
s211, determining an optimized effective speed limit belt;
s212, performing optimized subinterval division on the determined optimized effective speed limit zone;
s213, calculating a function curve E (t) of the train running time and the energy consumption of each subinterval;
s214, optimizing and distributing the running time of each interval;
s215, calculating energy-saving operation sequences of all speed limiting zones and the optimized subintervals, and summarizing the energy-saving operation sequences into an energy-saving operation sequence of the whole train running interval and the starting time and the duration time corresponding to each operation.
3. The driving assist method according to claim 1, wherein the step S24 includes:
s241, calculating a cruise speed value corresponding to the minimum value of El, eh and Em:
s242, calculating a cruise speed value corresponding to the maximum value among El, eh and Em:
s243, updating the cruise speed lower limit value Vl and the cruise speed upper limit value Vh and corresponding El and Eh to obtain an updated cruise speed upper limit value Vh and a corresponding energy consumption value Eh:
Eh＝{E|E∈{El,Eh,Em},min(El,Eh,Em)<E<max(El,Eh,Em)}；
obtaining an updated cruise speed lower limit value Vl and a corresponding energy consumption value El:
El＝min(El,Eh,Em)。
4. the driving assistance method according to claim 1, wherein the train late time is calculated in a manner that: train late time = train arrival time-train planned arrival time;
the total energy consumption Esum of the train is as follows:
Esum＝∑F(k)[x(k)-x(k-1)]，
wherein F (k) is determined by a train dynamics model:
to obtain the result of the above-mentioned method,
wherein m is the mass of the train,
v (k) is the train running speed at the moment k,
x (k) is the train running distance at the moment k,
f (k) is the train tractive effort at time k,
r [ v (k) ] is the basic resistance of train running at the moment k,
g [ x (k) ] is the gradient gravity component at the moment k;
calculating a gravity component of the train at the x (k) position from the gradient base data using the train position obtained in step S3: g [ x (k) ] = m · G · j, where G is the gravitational constant and j is the slope kilo-fraction value.
5. A driver assistance system for a train, the system comprising:
the GPS positioning module is used for positioning the current position of the train based on a GPS system;
the data acquisition module is used for receiving GPS positioning information of the train and sending the GPS positioning information to the computing unit;
the calculating unit is used for calculating an energy-saving driving sequence of the train, the position and the speed of the train, the switching countdown, the train running deviation and the train energy consumption;
the database module is used for storing externally input or imported basic data information, storing a calculation result of the calculation unit and outputting a target operation sequence or a target speed curve based on an external equipment calling instruction;
the calculation unit includes:
the energy-saving driving sequence calculation module is used for calculating an energy-saving driving sequence according to the basic data information and generating a target speed curve and a target operation sequence;
and the position and speed calculation module is used for calculating the position of the train based on the basic data information: calculating the current position of the train by using a direct projection algorithm, and calculating the speed of the train:
wherein,
v (k) is the train running speed at the time k,
x (k) is the train running distance at the moment k,
x (k-1) is the train running distance at the moment of k-1,
Δ T is the sampling interval;
the switching countdown calculating module calculates the switching countdown by using Td = Tn-Tc, wherein Tn is the target time corresponding to the next target operation, and Tc is the read current time;
the train operation deviation calculation module is used for calculating train operation deviation time by using Te = Tc-Tp, wherein Tp is time corresponding to the target operation sequence inquired according to the current position of the train, and Tc is read current time; and
the energy consumption calculation module is used for calculating the total energy consumption of the train by utilizing a formula Esum =SigmaF (k) [ x (k) -x (k-1) ];
wherein,
wherein F (k) is determined by a train dynamics model:
to obtain the result of the above-mentioned method,
wherein m is the mass of the train,
v (k) is the train running speed at the moment k,
x (k) is the train running distance at the moment k,
f (k) is the train tractive effort at time k,
r [ v (k) ] is the basic resistance of train running at the moment k,
g [ x (k) ] is the gradient gravity component at time k.
6. The driving assist system according to claim 5, characterized by further comprising:
the human-computer interaction module is used for establishing information input and inquiry between a user and the system and outputting and displaying a system calculation result;
the wireless communication module is used for receiving a dispatching instruction of a train control center;
and the external control instruction data acquisition module is used for sending the scheduling instruction to the calculation unit and recalculating the energy-saving driving sequence as the calculation unit.
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