CN111422223B

CN111422223B - Automatic speed control method and device for high-speed railway train

Info

Publication number: CN111422223B
Application number: CN202010517713.0A
Authority: CN
Inventors: 林颖; 张传东; 王资昌; 汪小亮; 黄文宇; 于龙; 原野; 祁鹏
Original assignee: Beijing Hollysys Co Ltd
Current assignee: Beijing Hollysys Co Ltd
Priority date: 2020-06-09
Filing date: 2020-06-09
Publication date: 2020-09-08
Anticipated expiration: 2040-06-09
Also published as: CN111422223A

Abstract

The application discloses a method and a device for automatically controlling the speed of a high-speed railway train, which are applied to an automatic driving system of the high-speed railway train, in particular to a method and a device for automatically controlling the speed of the high-speed railway train according to various real-time acquired running information of the high-speed railway train when the train is in an automatic driving state; calculating by combining the train traction/braking performance cycle to obtain a target speed, a target point and a target acceleration; processing the target speed, the target point and the target acceleration to obtain target control parameters; and outputting the target control parameters to an automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters. The scheme can realize automatic control of the speed of the high-speed railway train, thereby ensuring the safe, punctual and stable running of the high-speed railway train.

Description

Automatic speed control method and device for high-speed railway train

Technical Field

The application relates to the technical field of high-speed rails, in particular to a method and a device for automatically controlling the speed of a high-speed railway train.

Background

The rail transit system is used as a national important infrastructure, a national economic aorta and a popular vehicle, and plays a vital role in the aspects of national economic construction, regional connection enhancement, regional economic development competitiveness promotion and the like. The high-speed railway is taken as a comprehensive transportation system integrating the advantages of high efficiency, safety, intelligence, energy conservation, comfort and the like, and becomes one of the preferred modes of people going out in the future.

With the running speed of the high-speed railway train becoming higher and higher, the operation density becoming higher and higher, the running environment of the high-speed railway train becoming more complex relatively, especially the high-speed railway operation network in China adopts the transportation organization mode of 'mixed operation in high and medium speed train cross-line operation', which puts forward higher requirements to drivers of the high-speed train, and accidents affecting the driving safety can be caused by slight negligence. In view of the above, research on an automatic driving technology of a high-speed railway train is needed to realize safe driving of the high-speed railway train. The speed automatic control technology is the key core for realizing automatic driving of the train, and the safe, on-spot and stable running of the high-speed railway train can be ensured only by the automatic speed control.

Disclosure of Invention

In view of this, the present application provides a method and an apparatus for automatically controlling the speed of a high-speed railway train, which are used to automatically control the speed of the high-speed railway train to ensure safe, on-schedule and smooth operation of the high-speed railway train.

In order to achieve the above object, the following solutions are proposed:

an automatic speed control method of a high-speed railway train is applied to an automatic driving system of the high-speed railway train, and comprises the following steps:

when the high-speed railway train is in an automatic driving state, acquiring various running information of the high-speed railway train in real time;

calculating the various operation information by combining with the traction/braking performance period of the high-speed railway train to obtain a target speed, a target point and a target acceleration;

processing the target speed, the target point and the target acceleration to obtain a target control parameter;

and outputting the target control parameters to the automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters.

Optionally, the multiple kinds of operation information include part or all of speed limit information, ramp information, split phase zone information, stop point information, remaining arrival distance information, train operation data information, operation information, and station internal and external information.

Optionally, the target control parameters include some or all of automatic train control identification, traction/braking parameters, cruise command, and train running direction.

Optionally, the traction braking parameters include part or all of traction/braking status, traction/braking level, traction/braking current, traction/braking voltage, traction/braking digital value, and traction/braking PWM.

Optionally, the method further comprises the steps of:

and monitoring the reasonableness of the target control parameters, and stopping the output to the automatic driving system when unreasonable target control parameters appear.

An automatic speed control device for a high-speed railway train, which is applied to an automatic driving system of the high-speed railway train, the automatic speed control device comprising:

the information acquisition module is configured to acquire various operation information of the high-speed railway train in real time when the automatic driving system is in an automatic driving state;

the first calculation module is configured to calculate the various kinds of operation information by combining the operation information, the in-station and out-station information and the train traction/braking performance period of the high-speed railway train to obtain a target speed, a target point and a target acceleration;

the second calculation module is configured to process the target speed, the target point and the target acceleration to obtain a target control parameter;

and the data output module is configured to output the target control parameters to the automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters.

Optionally, the target control parameter includes part or all of an exit automatic train control identifier, a traction/braking parameter, a cruise command and a train running direction.

Optionally, the method further includes:

and the data monitoring module is configured to monitor the reasonability of the target control parameters, and when unreasonable target control parameters occur, the data monitoring module stops outputting to the automatic driving system.

According to the technical scheme, the method and the device are applied to an automatic driving system of the high-speed railway train, and particularly, when the train is in an automatic driving state, various running information of the high-speed railway train is acquired in real time; calculating by combining with the traction/braking performance period of the high-speed railway train to obtain a target speed, a target point and a target acceleration; processing the target speed, the target point and the target acceleration to obtain target control parameters; and outputting the target control parameters to an automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters. The scheme can realize automatic control of the speed of the high-speed railway train, thereby ensuring the safe, punctual and stable running of the high-speed railway train.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a flowchart of an automatic speed control method for a high-speed railway train according to an embodiment of the present application;

FIG. 2 is a curve of the vehicle control for the automatic speed control according to the embodiment of the present application;

FIG. 3 is a schematic illustration of parking in accordance with an embodiment of the present application;

FIG. 4 is a precise parking curve of an embodiment of the present application;

FIG. 5 is a schematic illustration of a deceleration according to an embodiment of the present application;

FIG. 6 is a schematic illustration of another deceleration according to an embodiment of the present application;

FIG. 7 is a schematic illustration of another deceleration according to an embodiment of the present application;

FIG. 8 is a schematic illustration of another deceleration according to an embodiment of the present application;

fig. 9 is a flowchart of an automatic speed control method for a high-speed railway train according to an embodiment of the present application;

fig. 10 is a block diagram of an automatic speed control device for a high-speed railway train according to an embodiment of the present application;

fig. 11 is a block diagram of another automatic speed control device for a high-speed railway train according to an embodiment of the present application;

fig. 12 is a block diagram of an electronic device according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. 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 application.

Example one

Fig. 1 is a flowchart of an automatic speed control method for a high-speed railway train according to an embodiment of the present application.

As shown in fig. 1, the speed automatic control method provided by the embodiment is applied to the automatic driving system of the high-speed railway train, and the speed automatic control method includes the following steps:

and S1, acquiring various operation information of the high-speed railway train in real time.

After the high-speed railway train enters an automatic driving state under the control of a driver or the control of instructions from other sources, a plurality of kinds of operation information of the high-speed railway train are obtained before or at the moment so as to create basic conditions for automatic speed control. The various operation information refers to various parameters related to the normal and safe operation of the high-speed railway train.

The various operation information specifically comprises speed limit information, ramp information, phase separation region information, stopping point information, remaining arrival distance information, train operation data information, operation information and station inside and outside information, and only one or part of the information can be acquired on the basis of ensuring the normal operation of the train.

After the operation information is obtained, the operation information can be input and checked, because the input information can be ensured to be in accordance with the data reasonability regulation of the speed automatic control, specifically, the data needing to be detected comprises position information, speed information, ramp information, speed limit information, parking spot information, operation plan information, in-station and out-station information, operation grade information, driving strategy information and the like. Such as:

1) the operation grade can only be one of a Chinese Train operation Control System CTCS-2 (Chinese Train Control System-2) and a Chinese Train operation Control System CTCS-3 (Chinese Train Control System-3);

2) the ramp value should be within + -45 per thousand, etc.

After the operation information is checked, the operation information can be preprocessed, and the processing content is as follows:

1) for pretreatment of parking spots

If the parking point is in the phase separation area or too close to the starting point/the end point of the phase separation area, the parking point information is updated according to the phase separation area information, and the parking point is ensured to have a proper position before the phase separation area. The parking spot pretreatment mainly has the following purposes:

the stopping point does not fall in the phase separation area;

the stopping point can not be in a section where the main circuit breaker is not closed after the train leaves the phase separation area;

after the train is stopped before the phase separation area, the train is restarted and before the train enters the phase separation area, the train can be ensured to control the speed of the train to be more than 80km/h (the lowest speed of the train entering the phase separation area).

2) Preprocessing speed limit information

The speed limit information preprocessing comprises three functions, namely the length information preprocessing of a speed limit area, the information sorting of the speed limit area and the addition of second parking point speed limit information.

Distinguishing CTCS-2 and CTCS-3 grades, and adding a section of protection distance to the starting point and the end point of the length information of each section of speed-limiting area;

on the basis of the above calculated guard distances, the maximum ranging error is added at the start point and the end point, respectively. 2% of ranging error and the maximum distance which can be achieved between two transponder groups in a line are considered in the calculation of the maximum ranging error;

adding a short speed limit with lower speed limit (which is convenient for reducing the speed of the vehicle to a lower value before the parking point) to the accessory of the parking point, wherein the starting point of the speed limit is called as: a second stop point;

sorting the speed limits from near to far after the protection distance is added;

and combining the repeated speed-limiting information to ensure that the starting point of the next section of speed-limiting section in the combined speed-limiting information is the end point of the previous section of speed-limiting section, and taking the speed-limiting value of the repeated section as the minimum value of the speed-limiting of each section.

3) Pretreatment of the ramp

Ramp data from ATP (Automatic Train Protection) and TSRS (temporal speed Restriction Server) are merged. In the merging, if the ramp information of the same segment is described on both the ATP side and the TSRS side, the ramp information on the ATP side is used as a standard.

4) Preprocessing train operation data

The train operation data processing comprises the steps of smoothing the speed and the acceleration and calculating the train rotational inertia coefficient.

In the train control process, the train speed and the acceleration of the train are required to be as smooth as possible while being close to the real values, so the ASC needs to perform low-pass filtering processing on the train speed and the acceleration of the train.

The train rotational inertia calculation mainly comprises the step of calculating a rotational inertia coefficient of the whole train according to the ratio of the weight of the whole train to the weight of a motor train so as to calculate the maximum real acceleration/deceleration which can be output by the train under a load scene.

And S2, calculating the target speed, the target point and the target acceleration according to the various operation information.

After the various operation information is obtained and correspondingly preprocessed, the preprocessed various operation information is combined with other information to be calculated, and therefore the required target speed, the target point and the target acceleration are obtained. Other information here includes operation information of the high-speed railway train, information inside and outside the station, train traction/brake performance cycle, and the like.

The process of the on-board unit applying the brake command to the train slowing or stopping can be divided into three phases as shown in fig. 2. The solid line in the figure is the speed-distance graph of the actual train operation after the braking command is triggered by the ATO autopilot system.

The first stage is as follows: traction phase (V-V)_t1) The ATO has cancelled the traction command, but the train still maintains the previous running status during the response time, the time of which is determined by the delay of the transmission of the vehicle command, and the different trains may be different and need to be configured according to the parameter file given by the vehicle, which is here assumed to be t₁。

And a second stage: inert run phase (V)_t1-V_t2) The train has had traction cut but the brakes are not fully applied (including the entire process of braking force zero and changing from small to large when the brakes are applied). The time is determined by the vehicle command to create the delay, and the time is also configured according to the vehicle parameter file, wherein the time is set as t₂. Because the braking force is not stable in the braking application stage, the work done by the braking force in the stage is related to the running-in degree of the equipment, the number of passengers, the weather condition and the like, namely the work done by the braking force of the vehicle in the stage is considered to be random. Considering that the duration of this phase is short and the brake application phase is the safe side, it can be treated as a complete lazy line.

And a third stage: braking phase (V)_t2-V_c) When the braking force of the train is completely applied to the section of the train running to the target pointThe work done by the internal braking force.

It can be known from energy conservation that the train target kinetic energy = train initial kinetic energy + work done by train traction/braking force + work done by gravitational potential energy variation + work done by basic resistance, that is:

E _t =E _{0_max} +E _trc +E _cst +E _brk +E _g +E _basicformula (1)

In the formula:

E _t: kinetic energy of the train when entering the starting point of the speed limit area. When the train normally controls the train, the speed of the train entering the speed limit area must not exceed the speed limit value, so that the speed of the train just entering the speed limit area can be assumed to be equal to the speed limit value of the speed limit section.

E _{0_max}: on the premise of ensuring that the train does not overspeed to a target point, the train can bear the maximum kinetic energy at the current position.

E _trc: the first stage, unloading the work done by the traction of the train.

E _cst: and in the second stage, the work done by braking force. Since it is treated as a lazy line here, the work it does is 0.

E _brk: and in the third stage, the work done by the braking force of the train in the braking stage is applied.

E _g: the gravitational potential energy from the current position of the train to the starting point of the speed-limiting area (the ascending slope is negative, and the descending slope is positive).

E _basic: in the whole vehicle control process, the work of basic resistance is performed. The basic resistance is related to a plurality of factors such as vehicle speed, vehicle type and weather, namely: the work done by the base resistance is not easy to calculate and the base resistance is small, ignoring that the base resistance is the safe side to steer, so the equation can be transformed to: the target kinetic energy of the train = the initial kinetic energy of the train + the work done by the train traction/braking force + the gravitational potential energy variation amount, that is:

E _t =E _{0_max} +E _trc +E _brk +E _gformula (2)

E _t =0.5*M*SL_Spd ²

E _{0_max} =0.5*M*V _max ²

E _trc =M*trcAcc*S ₁

E _brk =M*brkAcc*S ₂

E _g =0-M*G*HFormula (3)

In the formula:

SL_Spd-speed limit in speed limit zone

trcAcc-maximum acceleration that the vehicle can output at the current speed

S ₁Displacement of the first stage, namely: x to X in FIG. 7_t1Displacement of (2);

S ₂-displacement of the third stage: namely: x in FIG. 7_t2Displacement to target point (X)_c）

brkAcc-brake deceleration after discount (discount factor configurable)

MTrain quality

G-gravitational acceleration constant

It is assumed here thatS ₁、S ₂Has a known value of (A), (B), (CS ₁、S ₂The calculation method of (2) and (3) are described below), variables that can be calculated by the following equationsV _maxThe value of (c).

If it isV _maxIf the current speed is higher than the current speed, the current kinetic energy is used for reducing the speed of the vehicle to be below the speed limit value before the speed limit point, and the ATO controls the vehicle by taking the speed limit value of the track section where the ATO is located as the target speed;

if it isV _max< the current vehicle speed,i.e. the current kinetic energy of the train is larger than the maximum allowable kinetic energy at the current position, at the moment, the ATO needs to immediately control the train to reduce the speed.

If it isV _maxThe current kinetic energy of the train is just equal to the maximum allowable kinetic energy at the current position, namely: if the brake is output, the speed of the vehicle can be reduced to the speed limit value just before the speed limit point under the ideal state.

From the above, it can be seen thatV _maxIf the current vehicle speed is less than the current vehicle speed, the starting point of the speed limit area is taken as the target point, and the speed limit value of the speed limit area is taken as the target speed to control the vehicle to reduce the speed.

1)S ₁Is calculated by

In the first stage, the traction force is not completely disappeared suddenly in the unloading traction stage, but gradually reduced until disappeared. During this period, the tractive force is constantly changing, and the work done by the tractive force depends on the displacement of the tractive force, and the magnitude of the displacement is related to the slope on which the vehicle is located at the time, besides the vehicle speed and the tractive acceleration. Under the condition that the train speed is high and the ramp is complex, the train may continuously pass through a plurality of sections of different ramps in the process, so the calculation is carried outS ₁Becomes extremely complex.

To simplify the calculation process, it can be considered that the entire first phase train is always on the most adverse downhill grade, and the train constantly outputs the maximum traction that can be output at the current speed. The worst downhill grade is specified in the high-speed railway-related file, and the maximum traction acceleration of the train can be determined by means of a vehicle parameter file provided by the vehicle manufacturer. Assume here that the worst hill acceleration is a_grdThe maximum traction acceleration which can be output by the train at the current speed is a_maxTrcThen, thenS ₁The formula (4) is shown in the following formula.

S ₁ =v ₀ *t ₁ +0.5*（a _grd +a _maxTrc ）*t ₁ ²Formula (4)

In the formula:

v ₀-current speed of train

t₁Duration of the first stage (configured by a profile provided by the vehicle manufacturer).

2)S ₂Is calculated by

S ₂Is the third stage displacement. From the equation "the distance between the train and the speed limit point = the first stage displacement + the second stage displacement + the third stage displacement", it can be seen thatS ₂Distance of train from speed limit point-S ₁-second stage displacement. Wherein the first stage displacement is known asS ₁Then only the second stage displacement is calculated to obtainS ₂。

As can be seen from the foregoing, stage 2 can be considered to be operating in the limp-home state throughout. And calculatingS ₁Similarly, considering that the train is always on the worst slope in the second stage, and assuming that the displacement in the second stage is S, S can be calculated by the expressions (5) and (6).

vt ₁ =v _o +(a _grad +a _maxTrc )*t ₁Formula (5)

S=v _t1 *t ₂ +0.5 a _grad *t ₂Formula (6)

After simplification, the following can be obtained:

S=(v _o +(a _grad +a _maxTrc ) *t ₁)*t ₂+0.5a _grad *t ₂formula (7)

If there are several sections of low speed limits in front of the train and there are several sections of low speed limits, the results calculated by the above equations (2) and (3) all satisfyV _maxThe current speed is less than or equal to the current speed, and the starting point of which speed limit is determined as the target point by using the average deceleration. The calculation formula of the average deceleration is shown in equation (8).

avgAcc=（SSL_spd ² -trnSpd ² ）/2（SSL_staPos-trnPos）Formula (8)

In the formula:

trnPos-the current location of the train, i.e.: position X in FIG. 7

trnSpd-the current speed of the train, i.e.: v in FIG. 7

SSL_staPos-starting position of speed limit zone

SSL_spd-speed limit in speed limit zone

Calculated using speed limits of individual sectionsavgAccThe smaller (signed) the greater the braking force that needs to be output during the deceleration, i.e.: the speed limit of the section has larger limit to the vehicle speed than other low speed limits. Based on this, ATO should use the calculatedavgAccThe starting point of the minimum speed-limiting section is used as the target point of the minimum speed-limiting section, and the speed-limiting value of the section of speed-limiting is used as the target speed to control the vehicle to reduce the speed.

The following is a calculation method for the target acceleration:

the calculation mode of the target acceleration of the ceiling speed zone is as follows:

ceiling speed zone, namely: an acceleration phase and a constant speed phase. Under the scene, the train has only a target speed without a target point, the target speed is greater than the train speed or slightly less than the train speed, and a formula for calculating the target acceleration is as follows.

tgtAcc=（tgtSpd-trnSpd）/T _delayFormula (9)

In the formula:

tgtSpdtarget speed

trnSpd-train speed

T _delayCalculating time coefficient of target acceleration (configurable)

As can be seen from the formula (9),T _delaythe smaller, the larger (absolute value) the calculated target acceleration, i.e.: the shorter the time required for the vehicle to reach the target speed, but during the time when the vehicle speed approaches the target speedIn the middle, the overshoot will be large;T _delaythe larger, the smaller (absolute value) the calculated target speed, i.e.: the longer the time required for the vehicle control to reach the target speed, the smaller the relative overshoot. In actual projects, the system can be flexibly configured according to train traction braking characteristics and specific requirements.

Target acceleration calculation mode of the target speed zone:

target speed zone, namely: and (5) a speed reduction stage. In this scenario, the train has both a target speed and a target point, and the train speed is greater than the target speed, and when the train reaches a certain point in front, the speed must be reduced to the target speed, as follows, there are three rough control strategies.

Strategy 1: outputting constant braking force in the whole target speed area;

strategy 2: in the whole target speed area, a small braking force is output firstly, and then a large braking force is output;

strategy 3: in the whole target speed area, larger braking force is output firstly, and then smaller braking force is output.

The strategy 1 is simplest and easy to understand and is easy to realize; the strategy 2 has the highest curve, can shorten the operation time to a certain extent, and the strategy 3 can ensure the overshoot and the comfort degree when the vehicle speed approaches the target point/target speed to the greatest extent. Strategy 3 is chosen for use herein because high-speed rail has higher comfort requirements. Strategy 3 can be implemented in two ways.

i) Distance folding method

The formula of the distance folding method is shown in formula (10) and formula (11).

tgtAcc=（tgtSpd ² -trnSpd ²）/2（tgtPos-trnPos-dltPos) Formula (10)

dltPos=(（tgtPos-trnPos）-α)*βFormula (11)

In the above formula, the first and second carbon atoms are,αis a fixed margin of the target distance,βand (5) discounting the coefficient for the target distance. Based on safety considerations, target distance: (tgtPos-trnPos) Is less thanαWhen the braking distance is not allowed to be left, namely:dltPosget according to 0The value is obtained.

As can be seen from equations (10) and (11), the calculated target acceleration (absolute value) is slightly larger than the average acceleration (absolute value) actually required for the train. This ensures that the train will output a large braking force at the beginning of deceleration, namely: the train can slow down faster in the early stage and relatively slower in the later stage, so that the logic of outputting large brake first and then outputting small brake is realized. And as the target distance is shortened, the calculation result of the formula is closer to the average braking deceleration actually required by the train until the target distance is less than alpha, and the calculation result of the formula is completely consistent with the average braking deceleration actually required by the train, so that the train is ensured to reach the target point at a specified speed.

ii) speed creasing

The equations of the velocity snap method are shown in equations (12) and (13).

tgtAcc=（tgtSpd ² -（trnSpd+tmpSpd）²）/2（tgtPos-trnPos) Formula (12)

In the above formulatmpSpdIs the speed margin. As can be seen from the formulas, the target acceleration (absolute value) calculated by the formulas (12) and (13) is larger than the average acceleration (absolute value) actually required by the train, and the target of "outputting a large brake first and then outputting a small brake" can be achieved in the same manner.

In order to ensure that the brake force output by the train is consistent with the average brake force actually required by the train when the train approaches the target point/target speed, the target acceleration calculated by the formula (12) in the deceleration process is required to be more and more similar to the acceleration actually required by the train, namely:tmpSpdshould be smaller and smaller, for which the formula (10) is introduced.

tmpSpd=((trnSpd-tgtSpd)-λ)*ηFormula (13)

Wherein lambda is a fixed speed margin,ηis a speed difference coefficient for adjustmenttmpSpdWhen the change is made, the change is carried out,tmpSpdthe intensity of the change with it. As can be seen from equation (13), followingtrnSpdAre getting closer and closertrnSpdCalculated istmpSpdWill be increasingly smaller. To further ensure that the train reaches the target point at a prescribed speed,trnSpd-tgtSpdwhen the ratio is less than lambda, the ratio of the total amount of the carbon atoms,tmpSpdthe value of (c) is processed by 0.

When the vehicle speed is higher, the target acceleration calculated by using the method may be greatly different from the target acceleration actually required by the train, so that the method needs to be applied to the condition that the target acceleration is higher than the target acceleration actually required by the traintmpSpdIs limited, i.e.:tmpSpd＞γwhen the temperature of the water is higher than the set temperature,tmpSpd=γ，γis composed oftmpSpdIs the maximum value of (a).

In the actual project, the system can be flexibly configured according to the actual situationλ、 η、γAnd (4) three parameters. Such asλ=10km/h、η=0.125、γ= 5km/hThe following logic may be implemented.

trnSpd- tgtSpd＞50km/hThen (50 =)λ+γ/η），tmpSpdCalculating the target acceleration according to the maximum value of 5 km/h;

trnSpd- tgtSpd≥10km/hand istrnSpd- tgtSpd≤50km/hWhen the temperature of the water is higher than the set temperature,tmpSpdthe value of (a) is gradually reduced from 5km/h to 0;

trnSpd- tgtSpd＜10km/hwhen it is due totmpSpdThe value of (2) is processed as 0, so that the result calculated using equation (12) coincides with the average acceleration actually required for the train.

Namely: when the vehicle speed and the target speed are greater than 50km/h, calculating the target acceleration according to the maximum speed difference allowance, wherein the speed reduction is faster; when the difference between the speed and the target speed is between 10km/h and 50km/h, along with the reduction of the difference between the speed and the target speed, the calculated target acceleration is gradually close to the actually required average acceleration of the train, and the braking force output by the train is smaller and smaller; when the difference between the speed and the target speed is less than or equal to 10km/h, the calculated target acceleration is completely consistent with the actually required average acceleration of the train, and the train stably approaches the target point at the specified speed.

In addition, the target speed of the present application also includes a quasi-point target speed, which is calculated by the following method.

The quasi-point target speed refers to the operation that the train should reach to the next station in the ceiling speed area according to the specified operation scheduleSpeed. The ATO vehicle control process can be roughly divided into 3 processes: an acceleration phase, a constant speed phase and a deceleration phase. The driving distance and time of the three stages are respectively set asS _r 、S _h 、S _d 、T _r 、T _h 、T _dThere is the following equation.

T _remain=T _r +T _h +T _dFormula (18)

S _remain=S _r +S _h +S _dFormula (19)

In the formula:

T _remain-remaining running time to the next station;

S _remain-remaining distance to the next station.

The formula (18) and (19) show the formula for calculating the target speed of the punctuation as shown in formula (20).

tgtSpd _t=S _h /T _h=（S _remain -S _r -S _d）/（T _remain -T _r -T _d) Formula (20)

Now, assuming that the current speed of the train is maintained to control the train to reach the next station, the formula (20) isS _rAndT _rboth are 0, the formula (20) may be changed to the formula (21).

tgtSpd _t=S _h /T _h=（S _remain -S _d）/（T _remain -T _d) Formula (21)

Is provided withS _h /T _h=（S _remain -S _r -S _d）/（T _remain -T _r -T _d）=k ₁，S _r/ T _r=k ₂Then, thenk ₁For the purpose of true quasi-point target speed,k ₂to adjust the vehicle speed to the average speed of the quasi-point target speed processtrnSpd＜tgtSjpd _tIt is clear that the punctual target speed is greater than the average speed of the acceleration process, i.e.:k ₁＞k ₂。

（S _remain -S _d）/（T _remainr -T _d）=（（S _remain -S _r -S _d）+S _r）/（（T _remain -T _r -T _d）+T _r）

=(（T _remain -T _r -T _d）*k ₁+T _r *k ₂) / (（T _remain -T _r -T _d）+T _r)

because:k ₁＞k ₂

therefore: ((T _remain -T _r -T _d）*k ₁+T _r *k ₂) / (（T _remain -T _r -T _d）+T _r)＜k ₁

Whilek ₁ =(（T _remain -T _r -T _d）*k ₁+T _r *k ₁) / (（T _remain -T _r -T _d）+T _r)

Namely: (S _remain -S _d）/（T _remainr -T _d）＜k ₁

In the same way, intrnSpd＞ tgtSpd _tIn time, the speed increasing stage is actually a speed decreasing process, namely:k ₁＜k ₂according to the same logic, (A) is provedS _remain -S _d）/（T _remainr -T _d）＞k ₁

The following conclusions are made:

when the current speed is maintained and the next stop is reached later, the result calculated using equation (21) is greater than the current speed of the train, i.e.trnSpd＜tgtSjpd _t；

When the current speed is maintained and the next station is reached earlier, the result calculated by using the formula (21) is smaller than the current speed of the train, namelytrnSpd＞tgtSjpd _t；

When the meeting waypoint reaches the next stop while maintaining the current vehicle speed, the result calculated using equation (21) is equal to the current vehicle speed.

Although the vehicle speed is less than the quasi-point target speed or greater than the quasi-point target speed, the vehicle speed is calculated by the formula (21)tgtSjpd _tNot precisely, but at vehicle speeds less thantgtSjpd _tWhen the train speed is higher than the set value, the vehicle-mounted ATO controls the train to acceleratetgtSjpd _tWhen the vehicle-mounted ATO controls the train to decelerate, the result calculated by the formula (21) is more and more accurate along with the fact that the train speed is close to the actually required punctual target speed, and the result calculated by the formula (21) is completely consistent with the actually required punctual target speed until the train speed is equal to the actually required punctual target speed. At this time, the ATO will control the train maintenanceThe current speed can also ensure that the punctual point reaches the next target station. Based on this, the calculation result of the formula (21) can be directly used as the punctual target speed control vehicle.

In summary, it is only necessary to calculate in advanceS _remain、S _d、T _remain、T _dThe quasi-point target speed can be calculated. Wherein the content of the first and second substances,S _remaincan be obtained by calculating the line data and the train position,T _remainthe difference between the planned arrival time and the current time can be obtained, and the work of calculating the target speed of the punctual point is converted into the calculation of the travel distance and time in the speed reduction stage.

And S3, calculating target control parameters according to the target speed, the target point and the target acceleration.

After the target speed, the target point and the target acceleration are obtained, calculating the parameters to obtain target control parameters for controlling the high-speed railway train, wherein the target control parameters specifically comprise an automatic train control identifier, traction/brake parameters, a cruise command, a train running direction and the like. Wherein the traction braking parameters include some or all of traction/braking status, traction/braking level, traction/braking current, traction/braking voltage, traction/braking digital value, and traction/braking PWM.

And S4, outputting the target control parameter to the automatic driving system.

After the target control parameters are obtained, the target control parameters are output to an automatic driving system of the high-speed railway train, so that the automatic driving system can make correct control over the high-speed railway train, wherein the control comprises automatic speed regulation and automatic accurate stopping.

The process of automatic speed regulation:

the process is actually a process of adjusting the output traction/braking force to continuously approach the target vehicle control effect. The output traction/braking is adjusted by comparing the magnitude relation between the acceleration (with a symbol) of the train and the target acceleration (with a symbol), and the adjustment principle is as follows.

Actual acceleration > target acceleration: unloading traction or loading brakes;

actual acceleration = target acceleration: maintaining the current traction/braking unchanged;

actual acceleration < target acceleration: loading traction or unloading brakes.

In the traction/automatic adjustment process, in order to fully ensure the comfort of a vehicle, the loading/unloading speed of traction/braking is divided into a plurality of gears. And selecting different speed regulating gears to regulate and control the actual acceleration of the vehicle and the target acceleration by comparing the actual acceleration of the vehicle with the target acceleration. If the difference between the actual acceleration of the vehicle and the target acceleration is large, the vehicle can be adjusted by using a large gear, so that the vehicle can quickly approach the target vehicle control effect; if the actual acceleration of vehicle and target acceleration differed by a little, can use less gear to adjust to this comfort level when guaranteeing to be close target accuse car effect, and can not appear overshoot.

The accurate parking process:

the stop window of the high-speed rail requiring automatic vehicle control is +/-50 cm. Under the conditions that the train braking performance and the external environment are stable and all information acquired by the ATO vehicle-mounted equipment is accurate, if the train stops as accurately as possible, the braking distance of the train needs to be calculated as accurately as possible. Factors affecting the train stopping accuracy are at least as follows.

The stability of the train control state is calibrated;

aligning the standard speed;

calculating the error of the braking distance;

the magnitude and stability of the braking deceleration of the vehicle;

vehicle transmission and creation braking delays and their stability;

measuring speed and distance errors of the vehicle-mounted equipment;

executing cycle of vehicle ATO software;

installation error of ground equipment;

among them, the magnitude of the vehicle braking deceleration and the stability thereof, the vehicle transmission and creation braking delay and the stability thereof, and the ground equipment installation error are irresistible factors for the on-board ATO equipment, and are not discussed herein. The smaller the execution period of the onboard ATO software is, the better theoretically, but many times, the onboard ATO software is limited by hardware equipment and has certain limitations, which are not discussed here. The speed and distance measurement error of the vehicle-mounted equipment is a speed and distance measurement function, and the same discussion is omitted.

Stability of brake performance in calibration

The stability of the train control state during calibration indicates the braking percentage/braking grade output by the ATO equipment control train in the calibration stopping process, namely: and when the standard is matched, the braking percentage/braking level output by the train is kept unchanged so as to keep the train in a relatively stable train control state. The more stable the control state is, the more accurate the train speed, train acceleration and the like measured by the ATO vehicle-mounted equipment are, and the more accurate the relative calculated braking distance is.

The application suggests using coasting conditions to stop the tender. The reason is that: at present, all scenes of a high-speed rail needing accurate parking are in a station and are all flat slopes, under the condition of coasting, a train only runs under the action of basic resistance, and considering that the speed of the train is already low and the basic resistance is extremely low when the train is close to a parking point, the train is considered to run at a constant speed under the condition of coasting at the moment, the constant speed state is the most stable train control state, and the accuracy of the speed of the train and the acceleration of the train measured by vehicle-mounted equipment can be improved to the greatest extent.

In real life, the target speed is much lower than 4 km/due to the influence of a plurality of factors such as vehicle braking deceleration stability, vehicle transmission and braking delay stability, ground equipment installation error, hardware abrasion and the like, and the target speed is preferably recommended to be matched at a speed less than 4 km/h.

Therefore, a section of virtual speed limit can be added near the parking point to realize the automatic control of the vehicle, and the vehicle speed is reduced to the benchmarking speed at a certain position in front of the parking point. And (4) starting the speed limit: a position (second parking point) at which an accurate parking stage is planned to be entered; and (4) limiting the end point: a parking spot position; and (4) limiting the speed value: and (6) calibrating the speed.

The accurate parking process is divided into 3 stages, and the traveling distances in the 3 stages are respectively calculated, so that the braking distance at low speed (4 km/h) can be more accurately estimated. The 3 phases are respectively an inertia phase, a brake application phase and a brake full application to parking phase, the vehicle-mounted automatic driving system outputs parking brake at the time t1 as shown in fig. 4, the vehicle-mounted automatic driving system completely stops at the time t4, the vehicle-mounted automatic driving system stops stably, the phases from t1 to t2 are inertia phases, the phases from t2 to t3 are brake application phases, and the phases from t3 to t4 are brake full application to parking phases.

i) Distance traveled in the inertial phase (S ₁）

The vehicle-mounted automatic driving system outputs the parking brake at the time t1, and due to vehicle communication and transmission delay, the train still maintains the previous idle working condition under the action of inertia in the period from t1 to t2, and at the moment, the train runs under the action of basic resistance and ramp resistance (the curve resistance is equivalent to the ramp resistance). The calculation formula of the running distance is shown as the formula (14).

S ₁=v1*（t2-t1）+0.5*（basicAcc+gradAcc）*（t2-t1）²Formula (14)

In the formula:

v1-train speed in the current cycle;

basicAcc-basic resistive acceleration;

gradAcc-ramp acceleration.

Since the basic formula for the calculation of the resistance provided by the vehicle factory is in most cases not very precise, the actual ramp will also differ slightly from the ramp recorded in the transponder. For accurately calculating the traveling distance, considering that the probability of the change of the ramp near the stopping point is extremely small, the trains are considered to be positioned on the same ramp in the whole coasting process, namely: the train can be considered to do uniform variable speed movement under the whole coasting working condition. Based on this, the running distance may be calculated using the average acceleration/deceleration measured during the period of 0 to t1 instead of the basic resistance deceleration and the ramp deceleration, and equation (15) may be changed as follows.

S ₁=v1*（t2-t1）+0.5*a_real*（t2-t1）²Formula (15)

In the formula (I), the compound is shown in the specification,a _realis 0Measured average acceleration/deceleration over time t 1. (t 2-t 1) writing configuration parameters, the values of which can be preliminarily configured according to the parameters provided by the vehicle, and the actual values are replaced by actual field measured values in actual use.

ii) distance traveled during the application of brakingS ₂）

The brake application phase is the process from when the train just outputs braking force to when the train braking force is fully applied (90% of the corresponding level of brake deceleration is reached). In the process, the braking deceleration of the train is a variable value, and the calculation of the running distance at the stage can only be obtained by approximate estimation. The method is equivalent to the step-up speed estimation of the traveling distance, and the estimation formula is shown as the formula (13).

S ₂=v2*（t3-t2）+0.5（a _real +discount*brakeAcc）*（t3-t2）²Formula (16)

In the formula:

v2the estimated speed at time t2 may be usedv ₁ +a _real *（t2-t1) Estimating;

discount-a brake deceleration discount coefficient;

brakeAcc-the actual braking deceleration of the vehicle.

brakeAccThe value of (d) depends on the braking level of the parking brake. If the vehicle is stopped by using the 1-level brake, the value is the real braking deceleration of the 1-level brake of the vehicle; if the 2-stage brake is used for parking, the value is the true brake deceleration of the 2-stage brake of the vehicle, …, and if the 7-stage brake is used for parking, the value is the true brake deceleration of the 7-stage brake of the vehicle.

discountThe value of (2) needs to collect a plurality of groups of data for controlling the vehicle parking by the field automatic driving system, and a better solution is obtained after the data are fitted.

(t 3-t 2) writing configuration parameters, the values of which can be preliminarily configured according to the parameters provided by the vehicle, and the actual values are replaced by actual field measured values in actual use.

iii) full application of brakes to stopping phase distance of travel: (S ₃）

At time t3, the braking force of the vehicle is completely applied, so the whole braking to the stopping stage can be regarded as uniform deceleration movement, and the calculation formula is shown as formula (17).

S ₂=v ₃ ²/2*（a _real +brakeAcc）Formula (17)

In the formula:

V3the estimated speed at time t3 may be usedv2+（a _real +discount*brakeAcc）*（t3-t1) And (6) estimating.

To sum up, the braking distance of the whole precise parkingS=S ₁ +S ₂ +S ₃And (4) calculating.

When the precise parking is realized, the speed and the position of each time entering the precise parking stage are approximately the same according to the precise parking principle, and theoretically, the difference between the time required by each time of precise parking and the traveling distance is not too large.

For the above reasons, in order to more accurately estimate the traveling distance and the traveling time in the deceleration stage, the traveling time and the traveling distance in the accurate parking stage are configured by averaging the data measured on site. The original problem is to find the time and the travel distance required for reducing the vehicle speed from the high speed to the target speed, and the calculation method is as follows.

i) Estimating the time for the train to enter the penultimate speed-limiting area from the speed reduction of the penultimate speed-limiting area from the operation stop point position (T _b) And a braking distance (S _b）；

As shown in FIG. 5, the distance traveled from S1 to S2 isS _bThe running time of S1 to S2 isT _b。

ii) if the penultimate rate-limiting zone is less thanS _bAre simultaneously placedS _b=0，T _b=0, recalculated third from last(time for section speed limit zone to directly reduce speed and enter penultimate section speed limit zoneT _b) And a braking distance (S _b）；

As shown in FIG. 6, the length of the penultimate limit section is not enough to reduce the speed of the train from v2 to v1, and the train controls the speed of the train to be reduced by taking S3 as a punctuation point and taking v1 as a target speed before entering the penultimate limit zone.

iii) if the sum of the lengths of the penultimate and third last restricted zones is still less than the recalculated sumS _bThen the backtracking is continued to be circulated until the sum of the lengths of the speed-limited areas is more than or equal to the sum of the lengths of the speed-limited areasS _bOr the current speed is greater than the speed limit value of the speed limit area, or the current speed limit area where the train is located is backtracked;

iv) vehicle speed fromV ₀Down toVtDistance of brakingS _bThe estimation method of (1):

a) when calculating the braking distance, the unloading traction delay, the braking transmission delay and the application delay of the vehicle need to be considered;

b) unloading and drawing: the stage is calculated according to the worst slope and the maximum traction acceleration, and the worst slope acceleration is set asa _g(signed) with the worst traction acceleration ofa _trac(signed) unload pull phase delay oft ₁. Since the basic drag is small and neglecting the basic drag as the safe side, the basic drag is not considered here, and the vehicle speed at the end of the unloaded traction phase isV ₁=V ₀ +（a _g+a _trac）*t ₁The running distance of the train is as follows:

S ₁=V ₀ t ₁+0.5（a _g +a _trac）*t ₁ ²；

c) brake transmission and application phase: the phase is calculated in coasting (again ignoring the base resistance), i.e. the acceleration is 0, and the delay of this phase is set tot ₂At the end of the brake transmission and application phase, the vehicle speedV ₂ =V ₁Running distance ofS ₂ =V ₁ *t ₂；

d) Inquiring the vehicle brake characteristic table to determine the maximum brake deceleration which can be output by the train at the current speeda _brk(with symbols);

e) rough estimation of braking distanceS _{b_temp}: let the folding coefficient of the train braking force be lambdaS _{b_temp}=（V _t ² -V ₂ ²）/（2*a _brk *λ）；

f) Calculating braking distance based on the slope informationS _{b_temp}Average ramp within range, calculating average ramp acceleration from average rampa _avgG(with symbols);

g) corrected stopping distanceS _b: setting the current kinetic energy of the train to beE ₀The work done in unloading traction phase, worst hill and worst traction acceleration is E₁The operation of the traction/braking force and the ramp during the brake transmission and application phases isE ₂The braking force and the operation of the ramp during the braking phase areE ₃When the train enters the speed limit zone, the kinetic energy isE _tThe following expression is given.

E ₀ =0.5*MV ₀ ²

E ₁ =M（a _g +a _trac）S ₁

E ₂ =0

E ₃ =M（a _brk *λ+a _avgG）S _b

E _t =0.5*MV _t ²Formula (22)

The formula of energy conservation shows that:

E _t=E ₀+ E₁+E ₂+E ₃formula (23)

The formula is simplified to obtain:

S _b=（V _t ² -V ₀ ² -2（a _g +a _trac）S ₁）/2（a _brk *λ+a _avgG) Formula (24)

v) vehicle speed fromV ₀Down toV _tWhen in useT _bThe estimation method of (1):

a) calculating average decelerationa _avgB：a _avgB=（V _t ² -V ₀ ²）2S _b；

b) Tb = (at the time of braking)V _t -V ₀）/a _avgB；

vi) calculating the time and displacement of the "constant speed" operation during deceleration: as shown in figure 7 of the drawings,S _bis composed ofS ₂ToS ₃The distance of travel of (a) is,T _bfor train slaveS ₂ToS ₃When in use. Obviously, the train is fromS ₁ToS ₂For 'constant speed' operation, if it is T, then there areT=（S ₂-S ₁）V ₂，S ₁ToS ₂The running distance of (2) is S =S ₂-S ₁。

vii) if a plurality of speed reduction sections exist, the speed reduction distance and time are the sum of the walking distance and time of each speed reduction section, and the speed reduction times are N, then the following steps are provided:

S _sumis equal to (S _i +S _bi）β ₁IniSummation result formula from 1 to N (25)

T _sumIs equal to (T _i +T _bi）β ₂IniSummation result formula from 1 to N-1 (26)

In the above formulaS _bNAndT _bNthe running distance and the time of the train entering the speed-limiting section corresponding to the exit circular backtracking at the current speed reduction are calculated.

As shown in figure 8 of the drawings,S _biis composed ofS ₁ToS ₂、S ₃ToS ₄OrS ₅ToS ₆The running distance of (a);T _bito the application, care needs to be taken that:S ₁toS ₂For the train from the current speed V_{Vehicle with wheels}The stopping distance from the deceleration to V3, not from V4 to V3. Due to the fact thatS _i、S _bi、T _iAndT _biall the estimated values have certain error with the true values, and in order to reduce the error and enhance the adaptability of the quasi-point function, certain coefficients (configuration parameters) can be multiplied by the time and the distance,β ₁in order to be the distance coefficient,β ₂the time coefficient is a time coefficient, the values of the two coefficients are both 1.0 under an ideal state, and the time coefficient can be configured according to the actual vehicle control early-late point condition on site in an actual project.

In special cases, there is a lower limit V in the section_{Limit of}And V is_{Limit of}＜tgtSpd _tWhen the train is in the restricted speed area, the train can only use V_{Limit of}Passes through the restricted speed zone but cannottgtSpd _tBy this, the formula (21) is changed to the formula (27)

tgtSpd _t=S _h /T _h=（S _remain -S _d -S _l）/（T _remain -T _d -T _l) Formula (27)

In the formula:

S _l-the length of the restricted zone;

T _l-when the restricted area is in use.

In the actual parking process, in order to ensure the parking comfort level, the minimum braking grade capable of controlling the train to stop is considered during parking. Therefore, firstly, the brake grade most suitable for controlling the train to stop is calculated by combining the basic resistance and the slope near the stopping point, and the calculated brake grade is supposed to be PL;

controlling the train to run under a small braking working condition or an inert working condition (configurable), and in the process, calculating in real time by the ASC according to line data near a stopping point and train braking characteristics to immediately add a braking grade until whether the PL can control and stop the train at an accurate stopping window (generally +/-50 cm near the stopping point);

if not, maintaining the current vehicle control state unchanged; if so, additional braking is immediately performed.

Even if the vehicle can be stopped in the accurate stop window by calculation, the vehicle can be stopped inaccurately in practice due to the fluctuation of the braking characteristic of the vehicle. In order to avoid the scene, after the parking brake is output, the kinematic formula is used in combination with the current actual deceleration of the train to judge whether the train can be smoothly controlled and parked in the parking window. If the train is calculated to be controlled to stop in the range of [ stopping point +15cm, + ∞ ] then additional 1-stage braking is added at the appropriate position in front of the stopping point so as to control the train to stop in the accurate stopping window.

In order to prevent the train from stopping in the negative window after the 1-level brake is added, the train stopping position is allowed to approach the positive window slightly when the calculated train stopping position is in the range of [ stopping position-15 cm, + ∞ ] and is stopped in the accurate stopping window by using the function of adding the 1-level brake if the train stopping position is possible to cross the stopping point.

According to the technical scheme, the method is applied to an automatic driving system of the high-speed railway train, and particularly, when the train is in an automatic driving state, various running information of the high-speed railway train is acquired in real time; calculating various kinds of operation information by combining with the traction/braking performance period of the high-speed railway train to obtain a target speed, a target point and a target acceleration; processing the target speed, the target point and the target acceleration to obtain target control parameters; and outputting the target control parameters to an automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters. The scheme can realize automatic control of the speed of the high-speed railway train, thereby ensuring the safe, punctual and stable running of the high-speed railway train.

In addition, as shown in fig. 9, before outputting the target control parameter to the automatic driving system, the present embodiment further includes the following steps:

and S31, monitoring the rationality of the target control parameter.

The method comprises the steps of carrying out reasonableness check on target control parameters output to an automatic driving system in each period, ensuring the correctness of output data, stopping outputting the target control parameters to the automatic driving system when data are detected to be abnormal, reporting fault codes and requiring forbidding a speed automatic control function.

The safety of the high-speed railway train can be ensured through the steps.

Example two

Fig. 10 is a block diagram of an automatic speed control device for a high-speed railway train according to an embodiment of the present invention.

As shown in fig. 10, the speed automatic control method provided by the present embodiment is applied to the automatic driving system of the high-speed railway train, and the speed automatic control device includes an information obtaining module 10, a first calculating module 20, a second calculating module 30 and a data output module 40.

The information acquisition module is used for acquiring various operation information of the high-speed railway train in real time.

The first calculation module is used for calculating a target speed, a target point and a target acceleration according to various operation information.

After the various operation information is obtained and correspondingly preprocessed, the preprocessed various operation information is combined with other information to be calculated, and therefore the required target speed, the target point and the target acceleration are obtained. Other information here includes train traction/braking performance, etc.

The second calculation module is used for calculating target control parameters according to the target speed, the target point and the target acceleration.

The data output module is used for outputting the target control parameters to the automatic driving system.

It can be seen from the above technical solutions that the present embodiment provides an automatic speed control method for a high-speed railway train, which is applied to an automatic driving system of a high-speed railway train, and specifically, when the high-speed railway train is in an automatic driving state, according to various operation information of the high-speed railway train acquired in real time, a calculation is performed in combination with a traction/braking performance cycle of the high-speed railway train to obtain a target speed, a target point and a target acceleration; processing the target speed, the target point and the target acceleration to obtain target control parameters; and outputting the target control parameters to an automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters. The scheme can realize automatic control of the speed of the high-speed railway train, thereby ensuring the safe, punctual and stable running of the high-speed railway train.

In addition, as shown in fig. 11, the present embodiment further includes a data monitoring module 50. Before outputting the target control parameter to the automatic driving system, the method further comprises the following steps:

the data monitoring module is used for monitoring the reasonability of the target control parameter before the data output module outputs the target control parameter to the automatic driving system.

The safety of the high-speed railway train can be ensured through the steps.

EXAMPLE III

As shown in fig. 12, the electronic device provided in this embodiment is applied to an automatic driving system of a high-speed railway train, and includes a processor 101 and a corresponding memory 102, which are connected through a data bus 103. The memory is used for storing a computer program or instructions, and the processor is used for acquiring and executing the computer program or instructions so as to enable the electronic equipment to execute the speed automatic control method of the embodiment.

The method specifically comprises the steps that when the high-speed railway train is in an automatic driving state, various running information of the high-speed railway train is obtained in real time; calculating by combining the traction/braking performance period of the high-speed railway train according to various running information acquired in real time to obtain a target speed, a target point and a target acceleration; processing the target speed, the target point and the target acceleration to obtain target control parameters; and outputting the target control parameters to an automatic driving system so that the automatic driving system controls the high-speed railway train according to the target control parameters. The scheme can realize automatic control of the speed of the high-speed railway train, thereby ensuring the safe, punctual and stable running of the high-speed railway train.

The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

While preferred embodiments of the present invention have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the embodiments of the invention.

Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.

The technical solutions provided by the present invention are described in detail above, and the principle and the implementation of the present invention are explained in this document by applying specific examples, and the descriptions of the above examples are only used to help understanding the method and the core idea of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.

Claims

1. An automatic speed control method of a high-speed railway train is applied to an automatic driving system of the high-speed railway train, and is characterized by comprising the following steps:

when the train is in an automatic driving state, acquiring various running information of the high-speed railway train in real time;

calculating the various operation information by combining with the traction/braking performance period of the high-speed railway train to obtain a target speed, a target point and a target acceleration, wherein the specific steps are as follows: according to the energy conservation law, calculating the maximum speed Vmax of the high-speed railway train allowed to run at the current position in real time, if the Vmax is larger than the current speed, taking the speed limit value of the current speed limit area as the target speed, calculating the target acceleration by using a ceiling speed target acceleration calculation mode, and calculating based on the following formula during calculation:

tgtAcc=（tgtSpd-trnSpd）/T _delay

in the formula:tgtSpd-the target speed is determined by the target speed,trnSpd-train speedThe degree of the magnetic field is measured,T _delay-calculating a time coefficient of the target acceleration;

if Vmax is smaller than the current vehicle speed, taking the starting point of the speed limit area as the target point, taking the speed limit value of the speed limit area as the target speed, and calculating the target acceleration by using a target acceleration calculation mode of the target speed area, wherein the target acceleration calculation mode of the target speed area comprises a distance discount method and a speed discount method, and the calculation formula of the distance discount method is as follows:

tgtAcc=（tgtSpd ² -trnSpd ²）/2（tgtPos-trnPos-dltPos）

dltPos=(（tgtPos-trnPos）-α)*β

in the above formula, the first and second carbon atoms are,αis a fixed margin of the target distance,βdiscounting factor for target distance based on safety considerations, target distance: (tgtPos-trnPos) Is less thanαWhen the braking distance is not allowed to be left, namely:dltPosthe value of 0 is taken as the reference value,

the calculation formula of the speed buckling method is as follows:

tgtAcc=（tgtSpd ² -（trnSpd+tmpSpd）²）/2（tgtPos-trnPos）

tmpSpd=((trnSpd-tgtSpd)-λ)*η

tmpSpdis a speed margin, wherein lambda is a fixed speed margin,ηin order to obtain the speed difference coefficient,trnSpd-tgtSpdwhen the ratio is less than lambda, the ratio of the total amount of the carbon atoms,tmpSpdthe value of (1) is processed as 0;

2. The automatic speed control method according to claim 1, wherein the plurality of kinds of operation information include part or all of speed limit information, ramp information, phase zone information, stop point information, remaining arrival distance information, train operation data information, operation information, and in-and-out-of-station information.

3. The automatic speed control method according to claim 1, wherein the target control parameters include some or all of automatic car control identification, traction/braking parameters, cruise command, and train running direction.

4. The method of automatic speed control according to claim 3, wherein the traction/braking parameters include some or all of traction/braking status, traction/braking level, traction/braking current, traction/braking voltage, traction/braking digital quantity, and traction/braking PWM.

5. The automatic speed control method according to claim 1, further comprising the steps of:

6. An automatic speed control device for a high-speed railway train, which is applied to an automatic driving system of the high-speed railway train, characterized by comprising:

the information acquisition module is configured to acquire various kinds of operation information of the high-speed railway train in real time when the high-speed railway train is in an automatic driving state;

the first calculation module is configured to calculate the multiple kinds of operation information by combining with the traction/braking performance cycle of the high-speed railway train to obtain a target speed, a target point and a target acceleration, and specifically comprises: according to the energy conservation law, calculating the maximum speed Vmax of the high-speed railway train allowed to run at the current position in real time, if the Vmax is larger than the current speed, taking the speed limit value of the current speed limit area as the target speed, calculating the target acceleration by using a ceiling speed target acceleration calculation mode, and calculating based on the following formula during calculation:

tgtAcc=（tgtSpd-trnSpd）/T _delay

in the formula:tgtSpd-the target speed is determined by the target speed,trnSpd-the speed of the train is determined,T _delay-calculating a time coefficient of the target acceleration;

tgtAcc=（tgtSpd ² -trnSpd ²）/2（tgtPos-trnPos-dltPos）

dltPos=(（tgtPos-trnPos）-α)*β

the calculation formula of the speed buckling method is as follows:

tgtAcc=（tgtSpd ² -（trnSpd+tmpSpd）²）/2（tgtPos-trnPos）

tmpSpd=((trnSpd-tgtSpd)-λ)*η

7. The automatic speed control device according to claim 6, wherein the plurality of kinds of operation information include part or all of speed limit information, ramp information, phase zone information, stop point information, remaining arrival distance information, train operation data information, operation information, and in-and-out-of-station information.

8. The automatic speed control device according to claim 6, wherein the target control parameters include some or all of automatic car control identification, traction/braking parameters, cruise command, and train running direction.

9. The automatic speed control device according to claim 6, further comprising: