CN111797473A - Subway train main line operation simulation calculation method and device - Google Patents

Abstract

The embodiment of the invention provides a method and a device for simulating and calculating the normal line operation of a subway train, wherein the method comprises the following steps: and if the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process have intersections, accumulating the data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train arrival braking parking process have intersections, and calculating to obtain the simulation calculation data of the inter-station simulation calculation unit so as to obtain the track straight line train operation simulation data. The embodiment of the invention can accurately obtain the operation simulation data of the track main line train, thereby realizing the accurate control of the ATP speed limit protection safety margin for inter-station operation and the arrival and stop of the train.

Description

Subway train main line operation simulation calculation method and device

Technical Field

The invention relates to the field of rail transit, in particular to a method and a device for simulating and calculating the normal running of a subway train.

Background

In urban rail transit project planning and signal system design, rail line operation capacity analysis is an important basis for optimizing line design and reasonable configuration of signal system equipment. The running process of the rail Train is a complex process comprehensively constrained by multiple factors such as rail Train traction capacity, rail line facility conditions, Train braking capacity, Automatic Train Protection (ATP) and the like, and a computer simulation technology is generally adopted to simulate the running process of the Train, so that the maximum running capacity of the rail line is analyzed, and a bottleneck section restricting the rail line capacity is obtained; meanwhile, with the requirement of automatic driving of rail transit trains, ATP protection during inter-station operation of trains and accurate train-to-station stopping become important technical problems to be researched.

In the prior art, rail transit trains are simulated generally according to the mechanics principles of train traction, vehicle wheel-rail friction, vehicle braking force and the like, the train operation process is subjected to simulation calculation, the calculation process is complex, repeated trial calculation is needed to obtain process data of ATP (automatic train protection) operation between train stations and accurate train stop when a train arrives at a station, and the accuracy is low.

Therefore, how to realize the simulation calculation method for the main line operation of the subway train and improve the accuracy of the ATP speed-limiting protection safety margin control during the inter-station operation and the train arrival and stop become problems to be solved urgently.

Disclosure of Invention

Aiming at the defects in the prior art, the embodiment of the invention provides a method and a device for simulating and calculating the normal line operation of a subway train.

In a first aspect, an embodiment of the present invention provides a method for calculating simulation of normal operation of a subway train, including:

taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit, and dividing the main line running process of the train into a plurality of inter-station simulation calculation units;

for each interstation simulation calculation unit, executing the following steps:

taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data, and respectively carrying out reverse traction calculation according to the train arrival braking and stopping process and the train interval braking speed-limiting operation process to obtain a reverse traction calculation result of the train arrival braking and stopping process and a reverse traction calculation result of the train interval braking speed-limiting operation process;

performing train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if judging that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train interval braking speed-limiting operation process have a cross point, accumulating data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, continuing train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, and accumulating data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit;

connecting the simulation calculation data of each inter-station simulation calculation unit with corresponding station parking data according to a uniform time sequence to obtain track main line train operation simulation data;

the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

Optionally, performing reverse traction calculation according to the train-to-station brake stopping process to obtain a reverse traction calculation result of the train-to-station brake stopping process, and specifically including:

configuring train braking acceleration according to train braking mode parameters, determining a track unit section corresponding to the train according to the mileage position of the train head, and correcting the train braking acceleration according to the gradient value of the track unit section to obtain train running acceleration;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to a line speed threshold value, or the current position mileage in the current running state data of the train is less than or equal to the starting station stopping point mileage, acquiring a traction calculation result in the train arrival braking stopping process, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

the current running state data of the train comprises current accumulated time, current position mileage, current speed, last iteration calculation running distance, train braking acceleration, train running acceleration, current speed limit, current gradient and current curve radius.

Optionally, performing reverse traction calculation according to the train interval braking speed-limiting operation process to obtain a reverse traction calculation result of the train interval braking speed-limiting operation process, and specifically including:

acquiring all track unit sections with speed limit smaller than a line speed threshold value within the range of the initial station parking point mileage and the final station parking point mileage, and arranging the sections according to the mileage sequence;

if the train completely leaves the current track unit section and the train speed limit protection redundancy parameter meets a preset condition, configuring the train braking acceleration according to the train braking mode parameter, otherwise, setting the train running acceleration to be 0, and calculating to obtain the current constant speed running state data of the train;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the braking acceleration of the train according to the gradient value of the track unit zone to obtain the running acceleration of the train;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is less than the starting station stopping point mileage, obtaining a reverse traction calculation result of a train interval braking speed-limiting running process corresponding to the current track unit section, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

and traversing and calculating other track unit sections to obtain the reverse traction calculation result of the braking speed-limiting operation process of the train section corresponding to all the speed-limiting track unit sections.

Optionally, the train speed limit protection redundancy parameter meets a preset condition, and specifically includes:

if the redundant parameter of the train speed limit protection is of a fixed length, the redundant parameter of the train speed limit protection meets the preset condition shown as the following formula:

L_i≤SGL_start-L_Train/2–ΔL

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainIs the train length, and Δ L is a fixed length; alternatively, the first and second electrodes may be,

if the redundancy parameter of the train speed-limiting protection is fixed time, the redundancy parameter of the train speed-limiting protection meets the preset condition shown as the following formula:

(SGL_start-L_Train/2-L_i)/V_i≥ΔT

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainFor train length, Δ T is fixed time, V_iCurrent i-th run speed.

Optionally, the train forward traction calculation is performed according to a forward process of train outbound operation to obtain a train forward traction calculation result, if it is determined that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in the train interval braking speed-limiting operation process have a cross point, data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process are accumulated into the train forward traction calculation result, the train forward traction calculation is continued until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train arrival braking stop process have a cross point, and data corresponding to the reverse traction calculation result in the train arrival braking stop process are accumulated into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit, specifically comprising:

according to the current speed of the train, acquiring the train traction acceleration corresponding to the current speed;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the train traction acceleration according to the gradient value of the track unit zone to obtain the train running acceleration;

if the current running speed of the train is not greater than the highest safe running speed of the current track section, calculating to obtain current running state data of the train according to the iteration step length, the last speed, the last position mileage and the running acceleration of the train, and obtaining the current forward traction calculation result of the train; the current running speed of the train is obtained by calculation according to the last speed, the iteration step length and the last speed;

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged, and the mileage-speed curve corresponding to the traction calculation result in the train arrival braking and stopping process does not have a crossing condition, traversing the reverse traction calculation results in the train interval braking speed-limiting operation process corresponding to all speed-limiting track unit sections, and if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process, acquiring a crossing point index in the reverse traction calculation result in the train interval braking speed-limiting operation process;

according to the intersection index, taking out a corresponding data set from a reverse traction calculation result in the braking speed-limiting operation process of the train interval, adding the data set to a current forward traction calculation result of the train, sequentially accumulating and updating current accumulated time in a newly added data item according to step length, searching and acquiring traction acceleration under the current speed condition again according to the current speed value of the train, and performing iterative calculation;

alternatively, the first and second electrodes may be,

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the traction calculation result of the train to-station brake parking process, a crossing point index in the traction calculation result of the train to-station brake parking process is obtained, a corresponding data set is taken out from the traction calculation result of the train to-station brake parking process according to the crossing point index, and the data set is added to the current forward traction calculation result of the train to obtain simulation calculation data of a current independent inter-station simulation calculation unit.

Optionally, the station parking data is obtained according to the station parking time of each station of the train, the station parking point mileage, the speed limit corresponding to the track unit section where the station is located, the grade value and the curve.

Optionally, the current operation state data is calculated by using the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent i-th running speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1For the i-1 st runSpeed, i.e. last speed.

In a second aspect, an embodiment of the present invention provides a subway train forward running simulation calculation apparatus, including:

the system comprises a dividing module, a simulation calculation module and a control module, wherein the dividing module is used for taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit and dividing the main line running process of the train into a plurality of inter-station simulation calculation units;

the first calculation module is used for respectively carrying out reverse traction calculation according to a train arrival braking and stopping process and a train interval braking speed-limiting operation process by taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data to obtain a reverse traction calculation result of the train arrival braking and stopping process and a reverse traction calculation result of the train interval braking speed-limiting operation process;

a second calculation module, configured to perform train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if it is determined that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train section braking speed-limiting operation process have a cross point, accumulate data corresponding to the reverse traction calculation result in the train section braking speed-limiting operation process into the train forward traction calculation result, continue train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, accumulate data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit;

the simulation data acquisition module is used for connecting the simulation calculation data of each inter-station simulation calculation unit with the corresponding station parking data according to a uniform time sequence to obtain the operation simulation data of the track main line train;

the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

Third aspect an embodiment of the present invention provides an electronic device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements the steps of the method for calculating the normal operation simulation of a subway train according to any one of the above first aspects when executing the program.

Fourth aspect an embodiment of the present invention provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the steps of the method for calculating the normal operation simulation of a subway train according to any one of the above first aspects.

The embodiment of the invention provides a subway train main line operation simulation calculation method, which is characterized in that vehicle dynamic characteristics and wheel-rail interaction factors are uniformly regarded as dynamic characteristics and braking characteristics, and a 'station-station' is taken as a logic independent simulation calculation unit by combining track line basic data, so that the rail train main line operation simulation data can be accurately obtained by adopting a mode of combining traction calculation and reverse braking calculation on the operation process of ATP (automatic train protection) operation between stations and accurate train arrival stopping of trains, thereby realizing accurate control on ATP (automatic train protection) speed limit protection safety margin during inter-station operation and accurate train arrival stopping.

Drawings

In order to more clearly illustrate the embodiments of the present invention 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, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

Fig. 1 is a schematic flow chart of a subway train main line operation simulation calculation method according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a simulation calculation device for subway train main line operation according to an embodiment of the present invention;

fig. 3 is a schematic physical structure diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Fig. 1 is a schematic flow chart of a subway train main line operation simulation calculation method provided in an embodiment of the present invention, and as shown in fig. 1, the method includes:

s101: and taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit, and dividing the main line running process of the train into a plurality of inter-station simulation calculation units.

The train main line running process is a running process of a whole train line in urban rail transit, and the whole train line comprises a plurality of inter-station sections.

Specifically, a line section between adjacent stop points of a stop station is used as an independent simulation calculation unit, the operation of a train on a track main line is divided into a plurality of inter-station simulation calculation units, and it should be noted that the stop point data attribute of the stop station is obtained by configuring the stop according to the stop condition, the vehicle marshalling condition and the vehicle stop position.

For each inter-station simulation calculation unit, the following steps S102-S104 are executed:

s102: and taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data, and respectively carrying out reverse traction calculation according to the train arrival braking and stopping process and the train interval braking speed-limiting operation process to obtain a reverse traction calculation result of the train arrival braking and stopping process and a reverse traction calculation result of the train interval braking speed-limiting operation process.

The dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is the braking acceleration of the train under different working conditions, and the line basic data comprises but is not limited to station data, gradient values, curve data and speed-limiting protection data.

Specifically, the line basic data is loaded and preprocessed. The method comprises the steps of preprocessing line basic data, wherein a track positive line is taken as an initial section, and a starting point of station data, gradient values, curve data and speed-limiting protection data is utilized to divide a track line into a plurality of track unit sections which are sequentially arranged and have the same gradient, curve, speed-limiting property conditions and the like, and the track unit sections are taken as a minimum section unit of train operation simulation calculation. When the inter-station simulation calculation unit is subjected to simulation calculation, train working condition parameters are set so as to distinguish no-load, half-load and full-load running conditions, and train traction acceleration data and train braking acceleration data of a train under different working conditions are loaded; meanwhile, train marshalling length parameters, train speed limit protection redundancy parameters, train braking mode parameters and train ATP protection model parameters are loaded and used as initial data of the simulation calculation of the inter-station simulation calculation unit.

The traction acceleration data under different working conditions are represented by the following data sets:

[ Serial number, running speed, traction acceleration, behavior indication ]

Wherein, the traction acceleration is positive, and the working condition marks are no-load, half-load and full-load "

One item of (1).

The braking acceleration data under different working conditions are represented by data sets of the following data items:

the serial number, the running speed, the braking acceleration and the working condition identification are positive values, and the working condition identification is one of no-load, half-load and full-load.

Calculating to obtain the current running state data of the train aiming at the braking and stopping process of the arrival of the train; if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is smaller than the starting station stopping point mileage, obtaining a traction calculation result in the train arriving station braking stopping process, otherwise, reconfiguring train traction acceleration, and performing iterative calculation.

Aiming at the braking speed-limiting operation process of a train section, if a train completely leaves a current track unit section and a train speed-limiting protection redundancy parameter meets a preset condition, configuring train traction acceleration according to a braking mode parameter of the train, and calculating to obtain current operation state data of the train; and acquiring a reverse traction calculation result of the train interval braking speed-limiting operation process corresponding to the current track unit section based on the current operation state data, and traversing and calculating other track unit sections to obtain the reverse traction calculation result of the train interval braking speed-limiting operation process corresponding to all the speed-limiting track unit sections.

S103: performing train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if judging that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train interval braking speed-limiting operation process have a cross point, accumulating data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, continuing train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, and accumulating data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, and obtaining simulation calculation data of the interstation simulation calculation unit.

Specifically, aiming at the forward traction process of the train, according to the current speed value of the train, searching and acquiring the traction acceleration under the current speed condition, calculating to obtain the current running state data of the train, and acquiring the current forward traction calculation result of the train;

secondly, drawing a mileage-speed curve corresponding to the current forward traction calculation result of the train, drawing a mileage-speed curve corresponding to the reverse traction calculation result in the braking speed-limiting operation process of the train interval, and drawing a mileage-speed curve corresponding to the traction calculation result in the braking and stopping process of the train arriving at the station;

judging whether a cross point exists in a mileage-speed curve corresponding to a forward traction calculation result of the train and a mileage-speed curve corresponding to a reverse traction calculation result in a braking speed-limiting operation process of the train section; if the mileage-speed curve corresponding to the train forward traction calculation result is judged and obtained, and the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process has a cross point, accumulating data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, and continuing train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train arrival braking stop process have a cross point;

and accumulating data corresponding to the reverse traction calculation result of the train arriving at the station braking and stopping process to the train forward traction calculation result to obtain the simulation calculation data of the inter-station simulation calculation unit.

S104: and connecting the simulation calculation data of each inter-station simulation calculation unit with the corresponding station parking data according to a uniform time sequence to obtain the operation simulation data of the track main line train.

Specifically, the simulation calculation data of each inter-station simulation calculation unit and the station parking data corresponding to the simulation calculation data of each inter-station simulation calculation unit are sequentially connected according to a unified time sequence to obtain the rail train operation simulation data. According to the stop time R of each station of the train and the mileage L of the stop point of the station₀Section SG of railway unit where station is located_stationCorresponding speed limit SL_stationSlope G_stationCurve C_stationGet itConstructing a data set P with the total number of N as R/T_Rs＝[P₀,P₁,…,P_i,…,P_N]Each data item is station parking data of each track unit section, and the total number of data items is N_Rs＝[P₀,P₁,…,P_i,…,P_N]Namely the stop data of the station.

The embodiment of the invention provides a subway train main line operation simulation calculation method, which is characterized in that vehicle dynamic characteristics and wheel-rail interaction factors are uniformly regarded as dynamic characteristics and braking characteristics, and a 'station-station' is taken as a logic independent simulation calculation unit by combining track line basic data, so that the rail train main line operation simulation data can be accurately obtained by adopting a mode of combining traction calculation and reverse braking calculation on the operation process of ATP (automatic train protection) operation between stations and accurate train arrival stopping of trains, thereby realizing accurate control on ATP (automatic train protection) speed limit protection safety margin during inter-station operation and accurate train arrival stopping.

Further, on the basis of the embodiment of the present invention, the reverse traction calculation is performed according to the train-to-station brake stopping process to obtain the reverse traction calculation result of the train-to-station brake stopping process, which specifically includes:

configuring train braking acceleration according to train braking mode parameters, determining a track unit section corresponding to the train according to the mileage position of the train head, and correcting the train braking acceleration according to the gradient value of the track unit section to obtain train running acceleration;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is smaller than the starting station stopping point mileage, acquiring a traction calculation result in the train arrival braking stopping process, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

the current running state data of the train comprises current accumulated time, current position mileage, current speed, last iteration calculation running distance, train braking acceleration, train running acceleration, current speed limit, current gradient and current curve radius.

Specifically, for the train arriving station brake stopping process, the train arriving station stopping point is taken as the starting point L₀Taking a smaller time value T seconds as an iteration step length, and initially accumulating the time T₀0, train initial speed V₀When is equal to 0, note P_i＝[T_i,L_i,V_i,S_i,TA_i,A_i,SL_i,G_i,,C_i]Obtaining train running state data obtained after each iterative calculation in the train arrival braking and stopping process, wherein the train current running state data comprises current accumulated time T_iCurrent position mileage L_iCurrent speed V_iLast iteration calculating the distance of travel S_iTrain braking acceleration TA_iTrain running acceleration A_iCurrent speed limit SL_iCurrent gradient G_iAnd the current curve radius C_i。

Configuring reverse traction acceleration TA of train according to train braking mode parameters_iIf the train braking mode is the constant braking mode, the absolute value of the constant braking acceleration is taken as the train braking acceleration, if the train braking mode is the function braking, the train function braking acceleration data is searched according to the current speed value of the train, and the absolute value is taken as the train braking acceleration TA_i。

Determining a track unit section corresponding to the train according to the mileage position where the train head is positioned, and determining the gradient value G of the track unit section according to the gradient value G of the track unit section_iCorrecting the train braking acceleration to obtain train running acceleration A_iWhen the vehicle runs in the positive direction, the acceleration-gradient value is the acceleration; when the vehicle runs reversely, the acceleration + gradient value is reverse acceleration.

According to the iteration step length, the last speed, the last position mileage and the train running acceleration, calculating to obtain the current running state data of the train, wherein the current running state data is obtained by adopting the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent i-th running speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1The i-1 th running speed, i.e., the last speed.

If the current speed V in the current running state data of the train_iIs greater than or equal to line speed threshold value V_LimitOr the current position mileage L in the current running state data of the train_iLess than or equal to starting station stopping point mileage STL₀Then obtaining the traction calculation result P of the train arriving at the station during the braking and stopping process_{Stopping station}＝[P₀,P₁,…,P_i]And if not, reconfiguring the braking acceleration of the train and carrying out iterative calculation. Wherein the line speed threshold is a preset limit speed of the whole line.

The embodiment of the invention provides a simulation calculation method for the normal line running of a subway train.

Further, on the basis of the embodiment of the present invention, the reverse traction calculation is performed according to the train section braking speed-limiting operation process to obtain the reverse traction calculation result of the train section braking speed-limiting operation process, and the method specifically includes:

acquiring all track unit sections with speed limit smaller than a line speed threshold value within the range of the initial station parking point mileage and the final station parking point mileage, and arranging the sections according to the mileage sequence;

if the train completely leaves the current track unit section and the train speed limit protection redundancy parameter meets a preset condition, configuring the train braking acceleration according to the train braking mode parameter, otherwise, setting the train running acceleration to be 0, and calculating to obtain the current constant speed running state data of the train;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the braking acceleration of the train according to the gradient value of the track unit zone to obtain the running acceleration of the train;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is less than the starting station stopping point mileage, obtaining a reverse traction calculation result of a train interval braking speed-limiting running process corresponding to the current track unit section, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

and traversing and calculating other track unit sections to obtain the reverse traction calculation result of the braking speed-limiting operation process of the train section corresponding to all the speed-limiting track unit sections.

Specifically, aiming at the train interval braking speed-limiting operation process, according to the interval starting station stopping point mileage and the interval ending station stopping point mileage, all track unit sections SG which are within the range of the starting station stopping point mileage and the ending station stopping point mileage and have the speed limit smaller than the line speed threshold value are obtained as [ SG ]₁,SG₂,…,SG_m]All the track unit sections are arranged in mileage order.

Circularly traversing each track unit section SG in SG set_mBy railUnit segment SG_mEnd mileage of SGL_EndPlus the train length L_TrainHalf of (i.e. SGL)_End+ LTrain/2 as the train starting point L₀Taking a smaller time value T seconds as a simulation iteration step length, and initially accumulating time T₀0, train initial speed V₀The highest safe running speed under the condition of speed limit of the current track section is obtained according to an ATP protection model F of the train_SafeFunction and speed limit SGV of current track unit section_LimitCalculated as V₀＝F_Safe(SGV_Limit) Record P_i＇＝[T_i,L_i,V_i,S_i,TA_i,A_i,SL_i,G_i,,C_i]Obtaining train running state data obtained after each iterative calculation in the train interval braking speed-limiting running process, wherein the train current running state data comprises current accumulated time T_iCurrent position mileage L_iCurrent speed V_iLast iteration calculating the distance of travel S_iTrain braking acceleration TA_iTrain running acceleration A_iCurrent speed limit SL_iCurrent gradient G_iAnd the current curve radius C_i。

In the operation stage of the speed-limiting track section, the train keeps constant speed calculation, and A is taken_iWhen the current operation state data is equal to 0, the current operation state data is calculated by adopting the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent i-th running speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1The i-1 th running speed, i.e., the last speed.

If the train leaves the current track unit section completely and the redundancy parameter of the speed-limiting protection of the train meets the preset condition, the braking acceleration TA of the train is configured according to the braking mode parameter of the train_iIf the train braking mode is the constant braking mode, the absolute value of the constant braking acceleration is taken as the train braking acceleration, if the train braking mode is the function braking, the train function braking acceleration data is searched according to the current speed value of the train, and the absolute value is taken as the train braking acceleration TA_i。

In one embodiment, the train speed limit protection redundancy parameter meets a preset condition, and specifically includes:

if the redundant parameter of the train speed limit protection is of a fixed length, the redundant parameter of the train speed limit protection meets the preset condition shown as the following formula:

L_i≤SGL_start-L_Train/2–ΔL

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainIs the train length, and Δ L is a fixed length; alternatively, the first and second electrodes may be,

if the redundancy parameter of the train speed-limiting protection is fixed time, the redundancy parameter of the train speed-limiting protection meets the preset condition shown as the following formula:

(SGL_start-L_Train/2-L_i)/V_i≥ΔT

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainFor train length, Δ T is fixed time, V_iCurrent i-th run speed.

Determining a track unit section corresponding to the train according to the mileage position where the train head is positioned, and determining the gradient value G of the track unit section according to the gradient value G of the track unit section_iCorrecting the train braking acceleration to obtain train running acceleration A_iWhen the vehicle runs in the positive direction, the acceleration-gradient value is the acceleration; when the vehicle runs reversely, the acceleration + gradient value is reverse acceleration.

According to the iteration step length, the last speed, the last position mileage and the train running acceleration, calculating to obtain the current running state data of the train, wherein the current running state data is obtained by adopting the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent i-th running speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1The i-1 th running speed, i.e., the last speed.

If the current speed V in the current running state data of the train_iIs greater than or equal to line speed threshold value V_LimitOr the current position mileage L in the current running state data of the train_iLess than or equal to starting station stopping point mileage STL₀Then obtaining the reverse traction calculation result P of the train interval braking speed-limiting operation process corresponding to the current track unit section_SGM＝[P₀＇,P₁＇,…,P_i＇]And if not, reconfiguring the braking acceleration of the train and carrying out iterative calculation. Wherein the line speed threshold is a preset limit speed of the whole line.

Traversing and calculating other track unit sections to obtain a reverse traction calculation result P of the braking speed-limiting operation process of the train section corresponding to all the speed-limiting track unit sections_{Speed limit}＝[P_SG1,P_SG2,…,P_SGM]。

The embodiment of the invention provides a simulation calculation method for the normal line operation of a subway train, which comprises the steps of judging that the train completely leaves a current track unit section in the braking speed-limiting operation process of a train section, and configuring the train traction acceleration according to the braking mode parameters of the train if the train speed-limiting protection redundancy parameters meet preset conditions, and calculating to obtain the current operation state data of the train; and based on the current operation state data, obtaining a reverse traction calculation result of the train interval braking speed-limiting operation process corresponding to the current track unit section, traversing and calculating other track unit sections, and accurately obtaining the reverse traction calculation result of the train interval braking speed-limiting operation process corresponding to all the speed-limiting track unit sections.

Further, on the basis of the embodiment of the invention, the train forward traction calculation is performed according to the forward process of the train out-of-station operation to obtain the train forward traction calculation result, if it is judged that the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process have a cross point, the data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process are accumulated into the train forward traction calculation result, the train forward traction calculation is continued until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train in-station braking parking process have a cross point, and the data corresponding to the reverse traction calculation result in the train in-station braking parking process are accumulated into the train forward traction calculation result Obtaining simulation calculation data of the inter-station simulation calculation unit specifically includes:

according to the current speed of the train, acquiring the train traction acceleration corresponding to the current speed;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the train traction acceleration according to the gradient value of the track unit zone to obtain the train running acceleration;

if the current running speed of the train is not greater than the highest safe running speed of the current track section, calculating to obtain current running state data of the train according to the iteration step length, the last speed, the last position mileage and the running acceleration of the train, and obtaining the current forward traction calculation result of the train; the current running speed of the train is obtained by calculation according to the last speed, the iteration step length and the last speed;

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged, and the mileage-speed curve corresponding to the traction calculation result in the train arrival braking and stopping process does not have a crossing condition, traversing the reverse traction calculation results in the train interval braking speed-limiting operation process corresponding to all speed-limiting track unit sections, and if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process, acquiring a crossing point index in the reverse traction calculation result in the train interval braking speed-limiting operation process;

according to the intersection index, taking out a corresponding data set from a reverse traction calculation result in the braking speed-limiting operation process of the train interval, adding the data set to a current forward traction calculation result of the train, sequentially accumulating and updating current accumulated time in a newly added data item according to step length, searching and acquiring traction acceleration under the current speed condition again according to the current speed value of the train, and performing iterative calculation;

alternatively, the first and second electrodes may be,

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the traction calculation result of the train to-station brake parking process, a crossing point index in the traction calculation result of the train to-station brake parking process is obtained, a corresponding data set is taken out from the traction calculation result of the train to-station brake parking process according to the crossing point index, and the data set is added to the current forward traction calculation result of the train to obtain simulation calculation data of a current independent inter-station simulation calculation unit.

Specifically, for the forward traction process of the train, the stopping point of the train at the departure station is taken as the starting point L₀Taking a smaller time value T seconds as a simulation iteration step length and accumulating the time T₀0, train initial speed V₀The last iteration calculates the distance S of travel when it is 0₀Train traction acceleration TA 0₀Train running acceleration A of 0₀Current limit SL is 0₀Current gradient G ═ 0₀Current curve radius C ═ 0_i0. Note P_i＂＝[T_i,L_i,V_i,S_i,TA_i,A_i,SL_i,G_i,,C_i]Obtaining train running state data obtained after each iterative computation in the forward traction process of the train, wherein the current train running state data comprises current accumulated time T_iCurrent position mileage L_iCurrent speed V_iLast iteration calculating the distance of travel S_iTrain braking acceleration TA_iTrain running acceleration A_iCurrent speed limit SL_iCurrent gradient G_iAnd the current curve radius C_i。

According to the current speed V of the train_iAnd obtaining the train traction acceleration TA corresponding to the current speed_i。

Determining a track unit section corresponding to the train according to the mileage position of the train head, wherein the highest safe running speed V of the track section_SafeProtection model F according to train ATP_SafeFunction and speed limit SGV of current track unit section_LimitCalculated as V_Safe＝F_Safe(SGV_Limit) Correcting the train traction acceleration according to the gradient value of the track unit section to obtain the train running acceleration, wherein the ascending is a positive value, the descending is a negative value, and the acceleration-gradient value is the acceleration when the track unit section runs in the positive direction; when the vehicle runs reversely, the acceleration + gradient value is reverse acceleration.

If the current running speed V of the train_iIf the current running speed of the train is not higher than the highest safe running speed of the current track section, calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the running acceleration of the train, wherein the current running speed of the train isAnd calculating according to the last speed, the iteration step length and the last speed. The current operating state data is calculated by adopting the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent i-th running speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1The i-1 th running speed, i.e., the last speed.

Otherwise, setting the train running acceleration A_iAnd if the current running state data is 0, recalculating the current running state data of the train.

Obtaining the current forward traction calculation result P of the train_{Forward direction}＝[P₀＂,P₁＂,…,P_i＂]。

If the current forward traction calculation result P of the train is judged_{Forward direction}＝[P₀＂,P₁＂,…,P_i＂]Corresponding mileage-speed curve and traction calculation result P of train arriving at station brake stopping process_{Stopping station}＝[P₀,P₁,…,P_i]If the corresponding mileage-speed curves do not have the cross condition, sequentially iterating the reverse traction calculation result P of the train interval braking speed-limiting operation process corresponding to all the speed-limiting track unit sections_{Speed limit}＝[P_SG1,P_SG2,…,P_SGM]Each set of data P in (1)_SGM＝[P₀＇,P₁＇,…,P_i＇]If the situation that the mileage-speed curve corresponding to the current forward traction calculation result of the train and the mileage-speed curve corresponding to the reverse traction calculation result in the braking speed-limiting operation process of the train section are crossed is judged, the current point of the train is the forward operation process and turns into the braking speed-limiting operation process of the train, and the current point of the train is obtainedGet P_SGM＝[P₀＇,P₁＇,…,P_i＇]A crossing index S in the data sequence, and a crossing index [0-S ] in the reverse traction calculation result of the train interval braking speed-limiting operation process]；

According to the intersection index, the reverse traction calculation result in the train interval braking speed-limiting operation process is subjected to index number [ S-0 ]]Sequential fetching to obtain a new data set EP_SGM＝[EP_s,EP_s-1,…,EP₁,P₀]And adding the data set to the current forward traction calculation result P of the train_{Forward direction}＝[P₀＂,P₁＂,…,P_i＂]And sequentially accumulating and updating the current accumulated time in the newly added data item according to the step length, searching and acquiring the traction acceleration under the current speed condition again according to the current speed value of the train, and performing iterative computation.

Or, if the current forward traction calculation result P of the train is judged_{Forward direction}＝[P₀＂,P₁＂,…,P_i＂]Corresponding mileage-speed curve and traction calculation result P of train arriving at station brake stopping process_{Stopping station}＝[P₀,P₁,…,P_i]If the corresponding mileage-speed curve has a cross condition, obtaining a traction calculation result P of the train in the brake stopping process_{Stopping station}＝[P₀,P₁,…,P_i]Cross point index of [0-S ]]And according to the intersection index, according to the index number [0-S ] in the traction calculation result of the train-to-station brake parking process]Sequential fetching to obtain a new data set EP_{Stopping station}＝[EP₀＇,EP₁＇,…,EP_s＇]And adding the data set to the current forward traction calculation result of the train to obtain simulation calculation data P of the current independent inter-station simulation calculation unit_{Forward direction}＝[P₀＂,P₁＂,…,P_End＂]。

The embodiment of the invention provides a simulation calculation method for the normal operation of a subway train, which comprises the steps of searching and acquiring the traction acceleration under the current speed condition according to the current speed value of the train, calculating to obtain the current operation state data of the train, and acquiring the current forward traction calculation result of the train; updating the current forward traction calculation result of the train according to the intersection index in the reverse traction calculation result in the braking speed-limiting operation process of the train interval, and then acquiring the traction acceleration under the current speed condition again for iterative calculation; and updating the current forward traction calculation result of the train according to the intersection index in the traction calculation result of the train-to-station braking and stopping process to obtain a simulation calculation result set of the current inter-station simulation calculation unit, so that the simulation calculation data of the current independent inter-station simulation calculation unit can be accurately obtained.

Further, on the basis of the embodiment of the invention, the station parking data is obtained according to the station parking time of each station of the train, the station parking point mileage, the speed limit corresponding to the track unit section where the station is located, the slope value and the curve.

Specifically, the station parking data can be obtained according to the station parking time of each station of the train, the station parking point mileage, the speed limit corresponding to the track unit section where the station is located, the slope value and the curve.

The embodiment of the invention provides a simulation calculation method for the main line operation of a subway train.

Fig. 2 is a schematic structural diagram of a simulation calculation apparatus for subway train main line operation according to an embodiment of the present invention, and as shown in fig. 2, the apparatus includes:

the system comprises a dividing module S201, a simulation calculation unit and a control module, wherein the dividing module S201 is used for taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit and dividing the main line running process of the train into a plurality of inter-station simulation calculation units;

the first calculation module S202 is used for respectively carrying out reverse traction calculation according to a train arrival braking and stopping process and a train interval braking speed-limiting operation process by taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data to obtain a reverse traction calculation result of the train arrival braking and stopping process and a reverse traction calculation result of the train interval braking speed-limiting operation process;

a second calculating module S203, configured to perform train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if it is determined that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train interval braking speed-limiting operation process have a cross point, accumulate data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, continue train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, accumulate data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit;

the simulation data acquisition module S204 is used for connecting the simulation calculation data of each inter-station simulation calculation unit with the corresponding station parking data according to a uniform time sequence to obtain the operation simulation data of the track main line train;

the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

The simulation calculation device for the subway train main line operation is used for realizing the simulation calculation method for the subway train main line operation provided by the method embodiments. Therefore, the description and definition in the foregoing method embodiments may be used for understanding each execution module in the subway train normal line operation simulation calculation apparatus provided in the embodiment of the present invention, and are not described herein again.

The embodiment of the invention provides a subway train main line operation simulation calculation device, wherein the device is characterized in that vehicle dynamic characteristics and wheel-rail interaction factors are uniformly regarded as dynamic characteristics and braking characteristics, and a 'station-station' is taken as a logic independent simulation calculation unit by combining track line basic data, so that the rail train main line operation simulation data can be accurately obtained by adopting a mode of combining traction calculation and reverse braking calculation on the operation process of ATP protection of the train in the inter-station operation and accurate train arrival stop, and the accurate control on the ATP speed limit protection safety margin in the inter-station operation and the accurate train arrival stop can be realized.

Further, on the basis of the above embodiment of the present invention, the first calculating module is specifically configured to:

configuring train braking acceleration according to train braking mode parameters, determining a track unit section corresponding to the train according to the mileage position of the train head, and correcting the train braking acceleration according to the gradient value of the track unit section to obtain train running acceleration;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is smaller than the starting station stopping point mileage, acquiring a traction calculation result in the train arrival braking stopping process, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

the current running state data of the train comprises current accumulated time, current position mileage, current speed, last iteration calculation running distance, train braking acceleration, train running acceleration, current speed limit, current gradient and current curve radius.

Further, on the basis of the above embodiment of the present invention, the first calculating module is specifically further configured to:

acquiring all track unit sections with speed limit smaller than a line speed threshold value within the range of the initial station parking point mileage and the final station parking point mileage, and arranging the sections according to the mileage sequence;

if the train completely leaves the current track unit section and the train speed limit protection redundancy parameter meets a preset condition, configuring the train braking acceleration according to the train braking mode parameter, otherwise, setting the train running acceleration to be 0, and calculating to obtain the current constant speed running state data of the train;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the braking acceleration of the train according to the gradient value of the track unit zone to obtain the running acceleration of the train;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is less than the starting station stopping point mileage, obtaining a reverse traction calculation result of a train interval braking speed-limiting running process corresponding to the current track unit section, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

and traversing and calculating other track unit sections to obtain the reverse traction calculation result of the braking speed-limiting operation process of the train section corresponding to all the speed-limiting track unit sections.

Further, on the basis of the embodiment of the present invention, the redundancy parameter of train speed limit protection satisfies a preset condition, and specifically includes:

if the redundant parameter of the train speed limit protection is of a fixed length, the redundant parameter of the train speed limit protection meets the preset condition shown as the following formula:

L_i≤SGL_start-L_Train/2–ΔL

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainIs the train length, and Δ L is a fixed length; alternatively, the first and second electrodes may be,

if the redundancy parameter of the train speed-limiting protection is fixed time, the redundancy parameter of the train speed-limiting protection meets the preset condition shown as the following formula:

(SGL_start-L_Train/2-L_i)/V_i≥ΔT

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainFor train length, Δ T is a fixed time.

Further, on the basis of the above embodiment of the present invention, the second calculating module is specifically configured to:

according to the current speed of the train, acquiring the train traction acceleration corresponding to the current speed;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the train traction acceleration according to the gradient value of the track unit zone to obtain the train running acceleration;

if the current running speed of the train is not greater than the highest safe running speed of the current track section, calculating to obtain current running state data of the train according to the iteration step length, the last speed, the last position mileage and the running acceleration of the train, and obtaining the current forward traction calculation result of the train; the current running speed of the train is obtained by calculation according to the last speed, the iteration step length and the last speed;

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged, and the mileage-speed curve corresponding to the traction calculation result in the train arrival braking and stopping process does not have a crossing condition, traversing the reverse traction calculation results in the train interval braking speed-limiting operation process corresponding to all speed-limiting track unit sections, and if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process, acquiring a crossing point index in the reverse traction calculation result in the train interval braking speed-limiting operation process;

according to the intersection index, taking out a corresponding data set from a reverse traction calculation result in the braking speed-limiting operation process of the train interval, adding the data set to a current forward traction calculation result of the train, sequentially accumulating and updating current accumulated time in a newly added data item according to step length, searching and acquiring traction acceleration under the current speed condition again according to the current speed value of the train, and performing iterative calculation;

alternatively, the first and second electrodes may be,

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the traction calculation result of the train to-station brake parking process, a crossing point index in the traction calculation result of the train to-station brake parking process is obtained, a corresponding data set is taken out from the traction calculation result of the train to-station brake parking process according to the crossing point index, and the data set is added to the current forward traction calculation result of the train to obtain simulation calculation data of a current independent inter-station simulation calculation unit.

Further, on the basis of the embodiment of the invention, the station parking data is obtained according to the station parking time of each station of the train, the station parking point mileage, the speed limit corresponding to the track unit section where the station is located, the slope value and the curve.

Further, on the basis of the above embodiment of the present invention, the current operating state data is calculated by using the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent i-th running speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1The i-1 th running speed, i.e., the last speed.

Fig. 3 illustrates a physical structure diagram of an electronic device, which may include, as shown in fig. 3: a Processor (Processor)301, a Memory (Memory)302, a communication Interface (Communications Interface)303 and a communication bus 304, wherein the Processor 301, the Memory 302 and the communication Interface 303 complete communication with each other through the communication bus 304. Processor 301 may invoke logic instructions in memory 302 to perform the methods provided by the various method embodiments described above, including, for example: taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit, and dividing the main line running process of the train into a plurality of inter-station simulation calculation units; aiming at each inter-station simulation calculation unit, taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data, and respectively carrying out reverse traction calculation according to the train-to-station braking and stopping process and the train-to-zone braking speed-limiting operation process to obtain a reverse traction calculation result of the train-to-station braking and stopping process and a reverse traction calculation result of the train-to-zone braking speed-limiting operation process; performing train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if judging that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train interval braking speed-limiting operation process have a cross point, accumulating data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, continuing train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, and accumulating data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit; connecting the simulation calculation data of each inter-station simulation calculation unit with corresponding station parking data according to a uniform time sequence to obtain track main line train operation simulation data; the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

Furthermore, the logic instructions in the memory 302 may be implemented in software functional units and stored in a computer readable storage medium when sold or used as a stand-alone product. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

Embodiments of the present invention further provide a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented to perform the method provided by the foregoing method embodiments when executed by a processor, for example, the method includes: taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit, and dividing the main line running process of the train into a plurality of inter-station simulation calculation units; aiming at each inter-station simulation calculation unit, taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data, and respectively carrying out reverse traction calculation according to the train-to-station braking and stopping process and the train-to-zone braking speed-limiting operation process to obtain a reverse traction calculation result of the train-to-station braking and stopping process and a reverse traction calculation result of the train-to-zone braking speed-limiting operation process; performing train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if judging that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train interval braking speed-limiting operation process have a cross point, accumulating data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, continuing train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, and accumulating data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit; connecting the simulation calculation data of each inter-station simulation calculation unit with corresponding station parking data according to a uniform time sequence to obtain track main line train operation simulation data; the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (10)

1. A subway train main line operation simulation calculation method is characterized by comprising the following steps:

taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit, and dividing the main line running process of the train into a plurality of inter-station simulation calculation units;

for each interstation simulation calculation unit, executing the following steps:

taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data, and respectively carrying out reverse traction calculation according to the train arrival braking and stopping process and the train interval braking speed-limiting operation process to obtain a reverse traction calculation result of the train arrival braking and stopping process and a reverse traction calculation result of the train interval braking speed-limiting operation process;

performing train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if judging that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train interval braking speed-limiting operation process have a cross point, accumulating data corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process into the train forward traction calculation result, continuing train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, and accumulating data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit;

connecting the simulation calculation data of each inter-station simulation calculation unit with corresponding station parking data according to a uniform time sequence to obtain track main line train operation simulation data;

the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

2. The subway train main line operation simulation calculation method according to claim 1, wherein reverse traction calculation is performed according to a train-to-station brake stopping process to obtain a reverse traction calculation result of the train-to-station brake stopping process, and specifically comprises:

configuring train braking acceleration according to train braking mode parameters, determining a track unit section corresponding to the train according to the mileage position of the train head, and correcting the train braking acceleration according to the gradient value of the track unit section to obtain train running acceleration;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to a line speed threshold value, or the current position mileage in the current running state data of the train is less than or equal to the starting station stopping point mileage, acquiring a traction calculation result in the train arrival braking stopping process, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

the current running state data of the train comprises current accumulated time, current position mileage, current speed, last iteration calculation running distance, train braking acceleration, train running acceleration, current speed limit, current gradient and current curve radius.

3. The subway train main line operation simulation calculation method according to claim 1, wherein reverse traction calculation is performed according to a train section braking speed-limiting operation process to obtain a reverse traction calculation result of the train section braking speed-limiting operation process, and specifically comprises:

acquiring all track unit sections with speed limit smaller than a line speed threshold value within the range of the initial station parking point mileage and the final station parking point mileage, and arranging the sections according to the mileage sequence;

if the train completely leaves the current track unit section and the train speed limit protection redundancy parameter meets a preset condition, configuring the train braking acceleration according to the train braking mode parameter, otherwise, setting the train running acceleration to be 0, and calculating to obtain the current constant speed running state data of the train;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the braking acceleration of the train according to the gradient value of the track unit zone to obtain the running acceleration of the train;

calculating to obtain the current running state data of the train according to the iteration step length, the last speed, the last position mileage and the train running acceleration;

if the current speed in the current running state data of the train is greater than or equal to the line speed threshold value, or the current position mileage in the current running state data of the train is less than the starting station stopping point mileage, obtaining a reverse traction calculation result of a train interval braking speed-limiting running process corresponding to the current track unit section, otherwise, reconfiguring the train braking acceleration, and performing iterative calculation;

and traversing and calculating other track unit sections to obtain the reverse traction calculation result of the braking speed-limiting operation process of the train section corresponding to all the speed-limiting track unit sections.

4. The method for simulating and calculating the normal line operation of the subway train according to claim 3, wherein the redundancy parameter of the train speed limit protection meets a preset condition, and specifically comprises the following steps:

if the redundant parameter of the train speed limit protection is of a fixed length, the redundant parameter of the train speed limit protection meets the preset condition shown as the following formula:

L_i≤SGL_start-L_Train/2–ΔL

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainIs the train length, and Δ L is a fixed length; alternatively, the first and second electrodes may be,

if the redundancy parameter of the train speed-limiting protection is fixed time, the redundancy parameter of the train speed-limiting protection meets the preset condition shown as the following formula:

(SGL_start-L_Train/2-L_i)/V_i≥ΔT

wherein, L is_iFor current location mileage, SGL_startIs the starting mileage of the current cell sector, L_TrainFor train length, Δ T is fixed time, V_iCurrent i-th run speed.

5. The subway train main line operation simulation calculation method according to claim 1, wherein said train forward traction calculation is performed according to a forward process of train outbound operation to obtain a train forward traction calculation result, if it is determined that a mileage-speed curve corresponding to said train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in said train section braking speed-limiting operation process have a cross point, data corresponding to a reverse traction calculation result in said train section braking speed-limiting operation process are accumulated in said train forward traction calculation result, and train forward traction calculation is continued until a mileage-speed curve corresponding to said train forward traction calculation result and a mileage-speed curve corresponding to said train to station braking stop process have a cross point, accumulating data corresponding to a reverse traction calculation result of a train arriving at a station brake stopping process into a train forward traction calculation result to obtain simulation calculation data of the inter-station simulation calculation unit, and specifically comprising the following steps:

according to the current speed of the train, acquiring the train traction acceleration corresponding to the current speed;

determining a track unit zone corresponding to the train according to the mileage position where the train head is located, and correcting the train traction acceleration according to the gradient value of the track unit zone to obtain the train running acceleration;

if the current running speed of the train is not greater than the highest safe running speed of the current track section, calculating to obtain current running state data of the train according to the iteration step length, the last speed, the last position mileage and the running acceleration of the train, and obtaining the current forward traction calculation result of the train; the current running speed of the train is obtained by calculation according to the last speed, the iteration step length and the last speed;

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged, and the mileage-speed curve corresponding to the traction calculation result in the train arrival braking and stopping process does not have a crossing condition, traversing the reverse traction calculation results in the train interval braking speed-limiting operation process corresponding to all speed-limiting track unit sections, and if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the reverse traction calculation result in the train interval braking speed-limiting operation process, acquiring a crossing point index in the reverse traction calculation result in the train interval braking speed-limiting operation process;

according to the intersection index, taking out a corresponding data set from a reverse traction calculation result in the braking speed-limiting operation process of the train interval, adding the data set to a current forward traction calculation result of the train, sequentially accumulating and updating current accumulated time in a newly added data item according to step length, searching and acquiring traction acceleration under the current speed condition again according to the current speed value of the train, and performing iterative calculation;

alternatively, the first and second electrodes may be,

if the mileage-speed curve corresponding to the current forward traction calculation result of the train is judged to have a crossing condition with the mileage-speed curve corresponding to the traction calculation result of the train to-station brake parking process, a crossing point index in the traction calculation result of the train to-station brake parking process is obtained, a corresponding data set is taken out from the traction calculation result of the train to-station brake parking process according to the crossing point index, and the data set is added to the current forward traction calculation result of the train to obtain simulation calculation data of a current independent inter-station simulation calculation unit.

6. The method for simulating and calculating the main track operation of the subway train as claimed in claim 1, wherein said station stop data is obtained according to the stop time of each station of the train, the mileage of the stop point of the station, the speed limit corresponding to the track unit section where the station is located, the slope value and the curve.

7. The method for simulating and calculating the normal line operation of the subway train according to any one of claims 2-5, wherein the current operation state data is calculated by adopting the following formula:

T_i＝T_i-1+T

S_i＝V_i-1*T+A_i*T²/2

L_i＝L_i-1-S_i

V_i＝V_i-1+A_i*T

wherein, T is_iFor the current i-th accumulated time, T is the iteration step size, V_iCurrent ith timeRunning speed, L_iFor the current location mileage, S_iCalculating the distance traveled for the last iteration, A_iFor acceleration of train operation, V_i-1The i-1 th running speed, i.e., the last speed.

8. A subway train normal line operation simulation calculation device is characterized by comprising:

the system comprises a dividing module, a simulation calculation module and a control module, wherein the dividing module is used for taking a complete section formed from each station stop point to the next station stop point as an independent simulation calculation unit and dividing the main line running process of the train into a plurality of inter-station simulation calculation units;

the first calculation module is used for respectively carrying out reverse traction calculation according to a train arrival braking and stopping process and a train interval braking speed-limiting operation process by taking the dynamic characteristic data, the braking characteristic data and the line basic data of the train as input data to obtain a reverse traction calculation result of the train arrival braking and stopping process and a reverse traction calculation result of the train interval braking speed-limiting operation process;

a second calculation module, configured to perform train forward traction calculation according to a forward process of train outbound operation to obtain a train forward traction calculation result, if it is determined that a mileage-speed curve corresponding to the train forward traction calculation result and a mileage-speed curve corresponding to a reverse traction calculation result in a train section braking speed-limiting operation process have a cross point, accumulate data corresponding to the reverse traction calculation result in the train section braking speed-limiting operation process into the train forward traction calculation result, continue train forward traction calculation until the mileage-speed curve corresponding to the train forward traction calculation result and the mileage-speed curve corresponding to the train inbound braking parking process have a cross point, accumulate data corresponding to the reverse traction calculation result in the train inbound braking parking process into the train forward traction calculation result, obtaining simulation calculation data of the interstation simulation calculation unit;

the simulation data acquisition module is used for connecting the simulation calculation data of each inter-station simulation calculation unit with the corresponding station parking data according to a uniform time sequence to obtain the operation simulation data of the track main line train;

the dynamic characteristic data is train traction acceleration under different working conditions; the braking characteristic data is train braking acceleration under different working conditions, and the line basic data comprises station data, gradient values, curve data and speed-limiting protection data.

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor implements the steps of the method of calculating the operation simulation of the subway train forward line according to any one of claims 1 to 7 when executing the program.

10. A non-transitory computer readable storage medium having stored thereon a computer program, wherein the computer program when executed by a processor implements the steps of the method for calculating the normal operation simulation of a subway train as claimed in any one of claims 1 to 7.

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