CN112537346A - Control method for optimal collision avoidance distance - Google Patents

Control method for optimal collision avoidance distance Download PDF

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CN112537346A
CN112537346A CN202011473278.2A CN202011473278A CN112537346A CN 112537346 A CN112537346 A CN 112537346A CN 202011473278 A CN202011473278 A CN 202011473278A CN 112537346 A CN112537346 A CN 112537346A
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train
current
distance
speed
acceleration
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CN112537346B (en
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周颖
郑颖
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Nanjing University of Posts and Telecommunications
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention discloses a control method of an optimal anticollision vehicle distance, which specifically comprises the following steps: step 100: determining a desired train time interval; step 200: calculating a current reference train distance according to the expected train time interval and the current train speed; step 300: substituting the current reference vehicle distance and the current vehicle speed into a controller equation to calculate the acceleration rate; step 400: and regulating the acceleration of the train according to the acceleration change rate. According to the control method of the optimal anti-collision train distance, the distance between train departments can be dynamically adjusted according to the speed of the train, the track is utilized to the maximum extent while safety is guaranteed, the interval time between the train and the station is guaranteed to be a fixed value, and the riding experience of passengers is improved.

Description

Control method for optimal collision avoidance distance
Technical Field
The invention relates to the field of train control, in particular to a control method for an optimal distance between crashproof trains.
Background
With the gradual coverage of the 5G technology, the rapid development of the industrial computer technology and the remote control technology stimulates the development of the unmanned technology. Currently, full-automatic unmanned trains in many countries are put into operation, and an unattended full-automatic unmanned driving mode (GoA4 mode) is the latest driving mode.
In the existing unmanned control methods, a control mode of keeping the minimum safe distance is adopted, namely the distance between trains is kept unchanged, the instability of the speed and the real-time performance of actual passenger demands are not considered, and the effect is poor.
Disclosure of Invention
The purpose of the invention is as follows: the invention aims to provide a control method for an optimal anticollision distance, which can ensure that the optimal safety distance is dynamically kept between trains, so that the trains can safely run and the punctuality is ensured.
The technical scheme is as follows: the invention relates to a control method of an optimal anticollision vehicle distance, which specifically comprises the following steps:
step 100: determining a desired train time interval;
step 200: calculating a current reference train distance according to the expected train time interval and the current train speed;
step 300: substituting the current reference vehicle distance and the current vehicle speed into a controller equation to calculate the acceleration rate;
step 400: and regulating the acceleration of the train according to the acceleration change rate.
Further, the controller equation in step 300 is determined by the following steps:
step 310: the control equation is established as follows:
Figure BDA0002836670010000011
where h is the desired train time interval, ai(t) is the acceleration of the current train,
Figure BDA0002836670010000012
for the rate of change of acceleration of the current train, d i(t) is the actual train spacing between two trains, K1And K2Are all gain factors, vi(t) is the current speed of the current train, vi-1(t) is the current speed of the previous train;
step 320: establishing a train system equation between adjacent trains as follows:
Figure BDA0002836670010000013
in the formula
Figure BDA0002836670010000014
Figure BDA0002836670010000015
Is the rate of change of the actual vehicle distance,
Figure BDA0002836670010000016
Figure BDA0002836670010000017
Figure BDA0002836670010000018
Figure BDA0002836670010000019
Figure BDA00028366700100000110
step 330: verifying the stability of the train system equation and determining the gain coefficient K1And K2。
Further, the reference train distance is a distance traveled by the current train in the expected train time interval when the current train travels at a constant speed at the current speed.
Further, the actual distance d between the two trainsi(t)＝qi-1-qi-L, wherein qi-1The tail position of the preceding train, qiThe train tail position is the current train tail position, and L is the length of the current train.
Further, in the steps 310 and 320, the time delay τ of the train system is considered, and the current vehicle speed value v of the previous train is consideredi-1(t) the value of the speed v of the train immediately preceding the instant t-taui-1(t-τ)。
Has the advantages that: compared with the prior art, the invention has the following advantages: the time interval that can guarantee to be listed as the workshop is the definite value, and the safe distance in the workshop is followed the current speed change of two trains in front and back, can guarantee to have safe interval between the train, guarantees simultaneously that the train can arrive at a station on time, improves passenger's the experience of taking.
Drawings
FIG. 1 is a flow chart of a control method for optimal vehicle separation for collision avoidance according to the present invention;
FIG. 2 is a system block diagram of the control system of the present invention;
FIG. 3 is a schematic diagram of the operation of adjacent train plants of the present invention.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings.
Referring to fig. 1, the method for controlling the optimal distance between two vehicles for collision avoidance according to the embodiment of the present invention specifically includes the following steps:
step 100: determining a desired train time interval;
step 200: calculating a current reference train distance according to the expected train time interval and the current train speed;
step 300: substituting the current reference vehicle distance and the current vehicle speed into a controller equation to calculate the acceleration rate;
step 400: and regulating the acceleration of the train according to the acceleration change rate.
According to the control method of the anti-collision optimal train distance in the technical scheme, the current reference train distance is calculated through the expected train time interval set as a fixed value and the current train speed, then the current reference train distance and the current train speed are substituted into the controller equation together to calculate the acceleration rate of the current train, and the speed of the current train is controlled according to the acceleration rate, so that the time interval when the adjacent trains reach the same position can be kept constant. Compared with the traditional control method for keeping the constant minimum safe distance, the method has the advantages that the safe distance between the trains is dynamically changed according to the vehicle speed, the larger vehicle distance is kept when the speed is high, and the lower vehicle distance is kept when the speed is low. And the interval time between two adjacent trains is constant, so that the arrival time interval between the adjacent trains can be fixed, the track is utilized to the maximum, the arrival time of the trains can be ensured to be according to the schedule, the probability of late is reduced, and the riding experience of passengers is improved.
Referring to FIG. 1, in some embodiments, a control system of a train is shown, and a controller equation of the train is obtained by:
step 310: the control equation is established as follows:
Figure BDA0002836670010000031
where h is the desired train time interval, ai(t) is the acceleration of the current train,
Figure BDA0002836670010000032
for the rate of change of acceleration of the current train, di(t) is the actual train spacing between two trains, K1And K2Are all control coefficients, vi(t) is the current speed of the current train, vi-1(t) is the current speed of the previous train;
step 320: establishing a train system equation between adjacent trains as follows:
Figure BDA0002836670010000033
in the formula
Figure BDA0002836670010000034
Figure BDA0002836670010000035
Is the rate of change of the actual vehicle distance,
Figure BDA0002836670010000036
Figure BDA0002836670010000037
Figure BDA0002836670010000038
Figure BDA0002836670010000039
v(t)＝vi-1(t)；
step 330: verifying the stability of the train system equation and determining the control coefficient K1And K2。
The operation between adjacent trains is shown in fig. 3, and the dynamic model between two trains is as follows:
Figure BDA00028366700100000310
in the formula (d)i(t) is the distance between the head of the current train and the tail of the previous train, vi(t)、aiAnd (t) is the speed and acceleration of the current train.
As can be seen in FIG. 3, in some embodiments, di(t)＝qi-1-qi-L, wherein qi-1、qiThe specific positions of the tail of the previous train and the current train are shown, and L is the length of the train.
Suppose that
Figure BDA00028366700100000311
A reference distance to be maintained for the train, and
Figure BDA00028366700100000312
h is a prescribed time interval. Namely, it is
Figure BDA00028366700100000313
The distance traveled by the ith train in a specified time at a constant speed at the current speed. The object of the control method according to the invention is to distance d the train from the train i(t) tendency toward reference vehicle distance
Figure BDA00028366700100000314
Therefore, the error equation for obtaining the train distance of the train is as follows:
Figure BDA00028366700100000315
to ei(t) carrying out derivation to obtain an error change rate equation:
Figure BDA00028366700100000316
the controller of the invention controls the train on the basis of the acceleration change rate so as to achieve the purpose of controlling the distance between trains, and a preliminary controller equation can be designed according to the control system shown in figure 2 as follows:
Figure BDA00028366700100000317
in the formula K1And K2Are the gain factors of the controller. By substituting equations (2) and (3) into equation (4), the final controller equation can be obtained as:
Figure BDA00028366700100000318
in some embodiments, the specific location of the train is determined by using RFID location technology, and a card reader is placed at intervals along the track, and when the train passes by, the card reader transmits the location information of the train to the control center of the train through a wireless network. Meanwhile, information such as the speed and the acceleration of the train is collected by the satellite. As can be seen from equation (5), the control of the current train is related to the current train distance, speed, and acceleration, and also related to the current speed of the previous train. In an actual application scenario, due to a lot of uncontrollable factors of a network, a control center of a train receives the current speed of a previous train, and a delay exists. Therefore, the controller needs to be designed to take the delay of the signal into consideration, otherwise, the stability of the train system is affected.
Considering the time delay, the current speed of the previous train received by the control center of the train is actually the speed of the current time before the time delay, i.e. vi-1(t-tau), tau is time delay, tau is less than or equal to gamma, and gamma is an upper time delay bound.
So considering the existence of the latency problem, the controller equation for the train can be of the form:
Figure BDA0002836670010000041
by combining the above equations, the train system equation considering the time delay problem can be obtained as follows:
Figure BDA0002836670010000042
order to
Figure BDA0002836670010000043
The above equation can be written as:
Figure BDA0002836670010000044
in the formula (I), the compound is shown in the specification,
Figure BDA0002836670010000045
Figure BDA0002836670010000046
v(t-τ)＝vi-1(t-τ)。
and then, the stability of the train system equation is verified, the stability of the system is ensured, and a gain coefficient K of the controller is determined1And K2。
The following form of lyapunov function was constructed for equation (8):
Figure BDA0002836670010000047
where P, R is a symmetric positive definite matrix, the function V (t) > 0.
Calculating the derivative of V (t) to obtain:
Figure BDA0002836670010000048
from the newton-lebeniz equation:
Figure BDA0002836670010000049
let N1、N2For any matrix of suitable dimensions, one can obtain:
Figure BDA00028366700100000410
Figure BDA0002836670010000051
let N be [ N ]1 N2]，ξ(t)＝[xT(t) xT(t-γ)]TThe above can be formulated as:
Figure BDA0002836670010000052
the following definitions are given:
Figure BDA0002836670010000053
in the formula (I), the compound is shown in the specification,
Figure BDA0002836670010000054
in the pair formula (11)
Figure BDA0002836670010000055
Applying the above definition, we obtain:
Figure BDA0002836670010000056
the above formula is carried into formula (11):
Figure BDA0002836670010000057
let (RM + I) N ═ Y1 Y2]The above formula can be simplified as follows:
Figure BDA0002836670010000058
substituting equations (8) and (12) into equation (10), and scaling the last term can obtain:
Figure BDA0002836670010000059
Let eta (t) become [ xi ]T(t) vT(t-τ)]TProcessing the above formula can obtain:
Figure BDA00028366700100000510
Figure BDA0002836670010000061
therefore, when ηTWhen (t) Λ η (t) < 0, i.e., # < 0,
Figure BDA0002836670010000063
the train system with the signal time delay is stable, namely the train distance of the train can be kept near the reference train distance, so that accidents are avoided, and the normal operation of traffic is ensured. The inequality can be solved by mathematical software such as MATLAB:
Figure BDA0002836670010000062
the gain coefficient K of the controller can be obtained1And K2Finally, the controller equation (6) is obtained.
And finally, substituting the expected train time interval, the time delay, the current speed of the train and the current speed of the previous train into the obtained controller equation in real time to obtain the acceleration change rate of the current train, further controlling the speed of the current train and ensuring that the current train and the previous train have the most appropriate safety distance.

Claims (5)

1. A control method for an optimal distance between two vehicles for collision avoidance is characterized by comprising the following steps:
step 100: determining a desired train time interval;
step 200: calculating a current reference train distance according to the expected train time interval and the current train speed;
step 300: substituting the current reference vehicle distance and the current vehicle speed into a controller equation to calculate the acceleration rate;
step 400: and regulating the acceleration of the train according to the acceleration change rate.
2. The method for controlling an optimal distance to avoid collision according to claim 1, wherein the controller equation in step 300 is determined by the following steps:
step 310: the control equation is established as follows:
Figure FDA0002836667000000011
where h is the desired train time interval, ai(t) is the acceleration of the current train,
Figure FDA0002836667000000012
for the rate of change of acceleration of the current train, di(t) is the actual train spacing between two trains, K1And K2Are all gain factors, vi(t) is the current speed of the current train, vi-1(t) is the current speed of the previous train;
step 320: establishing a train system equation between adjacent trains as follows:
Figure FDA0002836667000000013
in the formula
Figure FDA0002836667000000014
Figure FDA0002836667000000015
Is the rate of change of the actual vehicle distance,
Figure FDA0002836667000000016
Figure FDA0002836667000000017
v(t)＝vi-1(t)；
step 330: verifying the stability of the train system equation and determining the gain coefficient K1And K2。
3. The method of claim 1, wherein the reference distance is a distance traveled by a current train within a desired train time interval while traveling at a constant speed at a current speed.
4. The optimal distance control method for collision avoidance according to claim 2, wherein the actual distance d between the two trainsi(t)＝qi-1-qi-L, wherein qi-1The tail position of the preceding train, qiThe train tail position is the current train tail position, and L is the length of the current train.
5. The method for controlling optimal distance between trains for collision avoidance according to claim 2, wherein in the steps 310 and 320, the time delay τ of the train system is considered, and the current speed v of the previous train is consideredi-1(t) is actually vi-1(t-τ)。
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115131959A (en) * 2022-04-09 2022-09-30 哈尔滨工业大学（威海） Vehicle queue rear-end collision prevention active collision avoidance cooperative control method

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Publication number Priority date Publication date Assignee Title
JPH08324429A (en) * 1995-06-01 1996-12-10 Nec Home Electron Ltd Automatic tracking operation control method
CN103158743A (en) * 2011-12-14 2013-06-19 上海稳得新能源科技有限公司 Rail train protection multifunctional method with positioning, velocity measurement and meter counting functions and the like
CN107640183A (en) * 2017-07-31 2018-01-30 李振轩 A kind of operation control method for train based on iterative learning control
CN110244747A (en) * 2019-08-02 2019-09-17 大连海事大学 Heterogeneous fleet fault-tolerant control method based on actuator fault and saturation
CN110606107A (en) * 2019-10-10 2019-12-24 虞萍 Rail vehicle anti-collision method and device based on time interval keeping

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08324429A (en) * 1995-06-01 1996-12-10 Nec Home Electron Ltd Automatic tracking operation control method
CN103158743A (en) * 2011-12-14 2013-06-19 上海稳得新能源科技有限公司 Rail train protection multifunctional method with positioning, velocity measurement and meter counting functions and the like
CN107640183A (en) * 2017-07-31 2018-01-30 李振轩 A kind of operation control method for train based on iterative learning control
CN110244747A (en) * 2019-08-02 2019-09-17 大连海事大学 Heterogeneous fleet fault-tolerant control method based on actuator fault and saturation
CN110606107A (en) * 2019-10-10 2019-12-24 虞萍 Rail vehicle anti-collision method and device based on time interval keeping

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115131959A (en) * 2022-04-09 2022-09-30 哈尔滨工业大学（威海） Vehicle queue rear-end collision prevention active collision avoidance cooperative control method

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