CN113401173A - Train operation control method and device, electronic equipment and storage medium - Google Patents
Train operation control method and device, electronic equipment and storage medium Download PDFInfo
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- CN113401173A CN113401173A CN202110722167.9A CN202110722167A CN113401173A CN 113401173 A CN113401173 A CN 113401173A CN 202110722167 A CN202110722167 A CN 202110722167A CN 113401173 A CN113401173 A CN 113401173A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
Abstract
The invention provides a train operation control method, a train operation control device, electronic equipment and a storage medium, wherein the method comprises the following steps: acquiring a control level of a train on a current running road section; if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed and the road condition data of the energy-saving road of the train; and if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road. The method, the device, the electronic equipment and the storage medium provided by the invention are beneficial to reducing the train traction energy consumption and the train braking energy consumption, realizing the energy-saving operation of the train and improving the train operation efficiency.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train operation control method and device, electronic equipment and a storage medium.
Background
With the rapid development of rail transit, the power consumption of rail transit trains is increased rapidly, and the research on energy conservation is more and more important. By increasing the idle working condition in the running process, the method is beneficial to reducing the traction energy consumption of the train and realizes the purpose of energy conservation.
In the prior art, a train running interval is divided into a plurality of sub-intervals, and the train is manually controlled to be dragged, lazed and braked according to line data of each sub-interval, so that energy-saving control is implemented on the train. The method needs to re-plan threshold setting for different lines, has large debugging workload and complex flow, cannot be directly applied to the lines with high operation peak period and high operation pressure, and has poor energy-saving effect.
Disclosure of Invention
The invention provides a train operation control method, a train operation control device, electronic equipment and a storage medium, which are used for solving the technical problem of high energy consumption of train operation in the prior art.
The invention provides a train operation control method, which comprises the following steps:
acquiring a control level of a train on a current running road section;
if the control level is a traction level and an energy-saving road exists in the current running road section, determining an energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and road condition data of the energy-saving road;
and if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
According to the train operation control method provided by the invention, the energy-saving road comprises a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is a curve entrance; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
According to the train operation control method provided by the present invention, the determining an energy saving coasting predicted speed of the train from the current position coasting to the energy saving road specified position based on the current position of the train, the current speed, and the road condition data of the energy saving road includes:
determining potential energy and kinetic energy of the train at the current location based on the height of the center of gravity and road condition data of the train at the current location, and the current speed;
determining the potential energy of the train at the designated position of the energy-saving road based on the gravity center height of the train at the designated position of the energy-saving road and the road condition data;
determining the consumed energy of the train coasting from the current position to the specified position of the energy-saving road based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train coasting from the current position to the designated position of the energy-saving road;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
According to the train operation control method provided by the invention, the step of acquiring the control level of the train on the current running road section comprises the following steps:
if the control level is a traction level and the current running section has a stopping point, determining the coasting braking conversion position of the current running section based on the position of the stopping point;
determining a coasting deceleration predicted speed of said train from said current position to said coasting brake transition location based on said current position, said current speed of said train, and road condition data between said current position and said coasting brake transition location;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
According to the train operation control method provided by the invention, the step of switching the control level of the train at the current position to the coasting level and controlling the train to coast from the current position to the designated position of the energy-saving road comprises the following steps:
determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train;
and if the grade switching impact rate is greater than a preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
According to the train operation control method provided by the invention, the step of switching the control level of the train at the current position to the coasting level and controlling the train to coast from the current position to the designated position of the energy-saving road comprises the following steps:
dividing the current driving road section into a plurality of driving sections based on the speed change point and the slope change point in the current driving road section;
determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval;
and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
According to the train operation control method provided by the present invention, the determining the energy saving operation time for each travel section includes:
acquiring the energy-saving running time of the train on the current running road section in the previous running period;
and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
The invention provides a train operation control device, comprising:
the acquisition unit is used for acquiring the control level of the train on the current running road section;
a prediction unit, configured to determine an energy-saving coasting prediction speed at which the train coasts from the current position to the energy-saving road specified position based on the current position of the train, a current speed, and road condition data of the energy-saving road if the control level is a traction level and the energy-saving road exists in the current travel link;
and the control unit is used for switching the control level of the train at the current position to a coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, and controlling the train to coast from the current position to the specified position of the energy-saving road.
The invention also provides an electronic device, which comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein the processor realizes the steps of the train running control method when executing the computer program.
The present invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the train operation control method.
The train operation control method, the device, the electronic equipment and the storage medium provided by the invention determine the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road according to the current position and the current speed of the train and the road condition data of the energy-saving road, if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, the control level of the train at the current position is switched to the coasting level to control the train to coast from the current position to the specified position of the energy-saving road, ramps, curves and the like can be fully utilized according to the actual road condition of the current driving road section, the coasting working condition is increased in the train operation process, the train traction energy consumption and the train braking energy consumption are reduced, the energy-saving operation of the train is realized, meanwhile, the required calculation parameters are easy to obtain, and can be suitable for different line conditions, need not to adjust according to the manual work, improved train operating efficiency.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed to be 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 it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic flow chart of a train operation control method provided by the present invention;
FIG. 2 is a schematic diagram of route matching provided by the present invention;
FIG. 3 is a schematic illustration of a single uphill coast provided by the present invention;
FIG. 4 is a schematic illustration of a single downhill coasting provided by the present invention;
FIG. 5 is a schematic illustration of a multi-grade coasting provided by the present invention;
FIG. 6 is a schematic diagram illustrating calculation of equivalent slope kinetic energy provided by the present invention;
FIG. 7 is a schematic structural diagram of a train operation control device provided by the present invention;
fig. 8 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, 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 train operation control method provided by the present invention, and as shown in fig. 1, the method includes:
and step 110, acquiring a control level of the train on the current running road section.
Specifically, the train in the embodiment of the invention can be a subway, an urban railway and the like. The current travel segment may be a segment of the train between two stops.
For example, fig. 2 is a schematic diagram of route matching provided by the present invention, as shown in fig. 2, under some conditions, the ground signal system does not issue a complete route between two stations to a full Automatic driving system (ATO), and at this time, the ATO needs to match the route by itself. The specific method is that the ATO stores a default route track section list of the whole route, and the train generally runs according to the route. When the ATO receives only a part of the route between two stops, such as the 02 zone-05 zone, the route is matched with the default route track zone list, and is cut off from the next stop platform, and the intercepted route part, such as the 02 zone-08 zone, is used as an energy-saving planning target. At this time, the intercepted route portion may be taken as the current travel section.
The control of the train is realized by adopting a plurality of control levels, and the control levels comprise a traction level, a coasting level and a braking level. The traction device comprises a plurality of traction stages, wherein each traction stage corresponds to a preset acceleration; the braking level is provided with a plurality of braking levels, and each braking level corresponds to a preset deceleration; the coasting level has one, which corresponds to zero acceleration.
And step 120, if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and the road condition data of the energy-saving road.
Specifically, the eco-road refers to a slope, a curve, and the like existing in a travel section. For example, most rail transit lines run at full speed according to the speed limit at present, and the favorable condition of gradient is not fully utilized, so that the electric energy waste is caused. When the train runs on a downhill road in the current running road section, the energy-saving advantage of the downhill road can be fully utilized, namely, gravitational potential energy is converted into kinetic energy, so that traction output is reduced, and the reduction of electric energy consumption is facilitated. Furthermore, curves are also widely present in the driving route. When a train passes a bend, if the difference between the train speed and the design speed of the bend is large, the train wheel pair generates transverse extrusion on a track, the friction force is increased sharply, and the kinetic energy of the train can be consumed seriously. Therefore, the difference between the vehicle speed and the curve design speed can be reduced by properly reducing the vehicle speed, thereby reducing the kinetic energy consumption of the train.
The road condition data of the energy-saving road refers to data related to road condition information of the energy-saving road, and includes the type of the road, the length of the road, the resistance of the road, and the like. For example, for a hill, the road condition data may include a grade, a length of the hill, a base resistance of the road, and the like. For curves, the road condition data may include curve length, road base resistance, curve additional resistance, and the like.
The designated position of the energy-saving road is a position for measuring whether the train can coast through the energy-saving road. For example, for a curve, the energy-saving road specified position may be a curve entrance.
And if the control level is a traction level and an energy-saving road exists in the current running road section, performing energy-saving control according to the type of the energy-saving road. The energy-saving control means that traction is not applied in the process that the train runs from the current position to the designated position of the energy-saving road, and the train only depends on the inertia sliding of the train, so that the electric energy consumption caused by the traction is saved.
According to the current position and the current speed of the train and the road condition data of the energy-saving road, the energy-saving coasting predicted speed of the train can be calculated. The predicted speed of the energy-saving coasting is the predicted speed of the train coasting from the current position to the specified position of the energy-saving road.
And step 130, if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
Specifically, the command speed is a set speed of the train at each position on the current driving section, and can be obtained according to a speed control curve of the train. The preset condition is used for measuring the difference between the energy-saving coasting predicted speed and the command speed. For example, configuration parameter C may be setpara3The configuration parameter may be used to represent a speed control margin of the energy-saving coasting predicted speed V, and may be determined according to actual conditions. The preset condition may be (V + C)para3)＞＝VcmdRepresenting the predicted speed V and the configuration parameter C of the energy-saving coastingpara3Sum of not less than the command speed Vcmd。
If the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, the fact that the train has enough energy to run from the current position to the specified position of the energy-saving road can be shown without applying traction if a coasting control mode is adopted. At this time, the control level of the train at the current position can be switched to the coasting level, and the train can be controlled to coast from the current position to the designated position of the energy-saving road.
If the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road do not meet the preset conditions, the fact that the train does not have enough energy to run from the current position to the specified position of the energy-saving road and traction must be applied is indicated if the coasting control mode is adopted. At this time, the control level of the train at the current position can be maintained as the traction level.
The train operation control method provided by the embodiment of the invention determines the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road according to the current position, the current speed and the road condition data of the energy-saving road, switches the control level of the train at the current position to the coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, controls the train to coast from the current position to the specified position of the energy-saving road, can fully utilize ramps, curves and the like according to the actual road condition of the current running road section, increases the coasting working condition in the train operation process, is beneficial to reducing the train traction energy consumption and the train braking energy consumption, realizes the energy-saving operation of the train, simultaneously, is easy to obtain the required calculation parameters, can adapt to different line conditions, does not need to be adjusted manually, the train operation efficiency is improved.
Based on the above embodiment, the energy-saving road includes a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is the entrance of the curve; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
Specifically, when the energy-saving road is a curve, the energy-saving road specified position is a curve entrance. For example, traverse all curves in the range of approach (curve length less than C)para1Or the radius of the curve is greater than Cpara2Except for). For each curve, calculating an energy-saving coasting predicted speed V at which the train coasts from the current position to the curve entrance, based on the current position of the train, the current speed, and road condition data of the energy-saving road, and comparing the calculated energy-saving coasting predicted speed V with a commanded speed V at the curve entrancecmdBy comparison, if (V + C) is satisfiedpara3)＞＝VcmdAnd correcting the traction level calculated by the train into an idle level. Cpara3Is a configuration parameter. Cpara1For curve length limiting factor, Cpara2The curve radius limiting coefficient can be set according to actual conditions.
The curve position should ensure that the train speed is close to the command speed as much as possible, so that the braking energy can be saved when the train operates.
And when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal. For example, fig. 3 is a schematic diagram of coasting on a single uphill slope according to the present invention, and as shown in fig. 3, when a single uphill slope exists in the current driving route, the command speed V of the slope end point is calculatedcmdAnd a train speed V coasting from the current position of the train to the end of the grade. If (V + C)para3)＞＝VcmdThen no acceleration is required from the current position to the uphill end. FIG. 4 is a schematic diagram of single downhill coasting according to the present invention, where as shown in FIG. 4, when there is a single uphill slope in the current driving route, the command speed V of the slope end point is calculatedcmdAnd a train speed V coasting from the current position of the train to the end of the grade. If (V + C)para3)＞＝VcmdThen no acceleration is required from the current position to the end of the downhill slope. FIG. 5 is a schematic diagram of the multi-slope coasting provided by the present invention, as shown in FIG. 5, the speed of coasting to each slope end at the current position and the commanded speed at each slope end are calculated for the multi-slope, as long as there is one point satisfying (V + C)parr3)＞＝VcmdThen no acceleration is required. In the figure, the coasting speed V at the end point of each ramp is calculated in sequence from far to near according to the distance between the ramp and the trainiAnd i is 1,2,3, 4. If one place (V) existsi+Cpara3)＞＝VcmdIf yes, the train can be coasted to the end point of the ramp, and when the traction level is calculated, the train is corrected to be the coasted level.
By reasonably utilizing the ramp, the traction energy can be saved when the train runs.
Based on any of the above embodiments, step 120 includes:
determining potential energy and kinetic energy of the train at the current position based on the gravity center height of the train at the current position, road condition data and the current speed;
determining the potential energy of the train at the specified position of the energy-saving road based on the gravity height of the train at the specified position of the energy-saving road and the road condition data;
determining the consumed energy of the train from the current position to the specified position of the energy-saving road in the coasting process based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train from the current position to the designated position of the energy-saving road in an idle mode;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
Specifically, the purpose of the energy-saving coasting prediction speed is to judge whether the difference between the command speed of a certain position and the train speed meets the requirement when the train coasts to the certain position at the current position and the current speed. The train speed is predicted, and factors such as basic resistance, gradient, curve, wind tunnel and the like need to be considered.
The energy-saving coasting prediction speed can be calculated according to an energy conservation formula. The embodiment of the invention considers that the train is a multi-mass-point object, and calculates the energy of the train in a plurality of slope sections by using an inertial mass, a static mass, a reference point potential energy difference and an energy conservation formula.
The energy conservation formula can be expressed as:
in the formula, MiIs the dynamic mass or inertial mass of the train, is the static mass M of the trainpMass M corresponding to inertiarotAnd g is the gravity acceleration, v is the train speed, h is the height of the gravity center of the train, W is the consumed energy of the train, and E is the total energy of the train.
FIG. 6 is a schematic diagram of calculating equivalent gradient kinetic energy according to the present invention, as shown in FIG. 6, where the vehicle length is L, the gravitational acceleration is g, and the vehicle head position P is at BBAnd a vehicle head position PABasic resistance RfCurve additional resistance R of each curvecrampLength L corresponding to each curvecramp。
Suppose point A is the potential energy reference point and the speed is VAThe length of the train on a 30 per mill slope is LA1The height of the center of gravity is:
hA1＝-(1/2)*LA1*(30/1000)
the kinetic energy of the vehicle is:
the potential energy of the vehicle is as follows:
EA2＝(Mp*LA1/L)*g*hA1
assuming that the point B is the potential energy reference point,
the length of the train at the gradient of-10 per thousand is LB1The height of the center of gravity is:
hB1＝-(1/2)*LB1*(10/1000)
the length of the train is L when the train is positioned at a gradient of 10 per millB2The height of the center of gravity is:
hB2＝-(1/2)*LB2*(10/1000)
the length of the train at the gradient of-20 per mill is LB3The height of the center of gravity is:
hB3＝(1/2)*LB3*(20/1000)-LB2*(10/1000)
the potential energy of the vehicle is as follows:
EB2＝(Mp*LB1/L)*g*hB1+(Mp*LB2/L)*g*hB2+(Mp*LB3/L)*g*hB3
the AB point has a gradient of 0 per thousand, -20 per thousand and a length of 10 per thousand sequentially Lramp(1)，Lramp(2)，Lramp(3). Potential energy difference at the point AB is as follows:
ΔE＝Mp*g(0*Lramp(1)+(–20/1000)*Lramp(2)+(10/1000*Lramp(3))
considering the basic resistance and the curve influence, the B point kinetic energy is as follows:
EB1＝EA1+EA2–ΔE–EB2+W
wherein, the consumption energy W for overcoming the resistance of the train is as follows:
according to the kinetic energy of the train at the point B, the energy-saving coasting predicted speed V of the train from the point A to the point B can be determinedBIs formulated as:
based on any of the above embodiments, step 110 is followed by:
if the control level is a traction level and a stopping point exists on the current running road section, determining the coasting braking conversion position of the current running road section based on the position of the stopping point;
determining the stopping coasting predicted speed of the train from the current position coasting to the coasting braking conversion position based on the current position and the current speed of the train and road condition data between the current position and the coasting braking conversion position;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
In particular, existing parking control strategies are traction-braking, cruise-braking, traction-cruise-braking, and the like. In order to save brake energy while stopping accurately, a coasting brake switch position may be provided, i.e. before this position the train is set to coasting mode, after which the accurate braking is performed according to the stopping position. The coasting brake switching position is set between the current position of the train and the stopping point, and the distance between the coasting brake switching position and the stopping point can be set according to requirements.
The coasting deceleration predicted speed refers to a predicted speed of the train from the current position coasting to the coasting brake switching position. If the train is driven to the stopping point, if the control level is a traction level, the stopping coasting predicted speed of the train from the current position to the coasting brake conversion position can be determined according to the current position and the current speed of the train and road condition data between the current position and the coasting brake conversion position.
And if the predicted stopping coasting speed and the command speed of the train at the coasting brake switching position meet the preset condition, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the coasting brake switching position.
For example, to not affect the precision parking function, (parking position-C)para4) As a coasting-braking switching position, Cpara4Is a configuration parameter. Calculating the coasting of the train from the current position to (the stopping point position-C)para4) Train speed V and (stopping point position-C)para4) Is commanded to speed VcmdIf (V + C)para3)＞＝VcmdIf the pull level is calculated, the idle level is corrected.
The traction is not applied in the process that the train runs from the current position to the coasting braking conversion position, and the inertia sliding of the train is only relied on, so that the electric energy consumption caused by the traction is saved.
According to any of the above embodiments, when the scheduled operation time is rich, if the train operates at an extremely low speed, passengers may be concerned about the occurrence of train failure, and therefore, the operation efficiency should be restricted from being too low. The specific method is that the current position, the speed V of the current speed coasting to the current gradient terminal and the command speed V of the current gradient terminal are calculatedcmdOnly is (V)>Cpara5) And (V + C)para6)＞Vcmd) Then the pull level bit can be modified to the lazy level bit.
Cpara5And Cpara6The speed limiting coefficient can be set according to actual conditions.
Based on any of the above embodiments, step 130 includes:
determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train;
and if the grade switching impact rate is greater than the preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
Specifically, in order to avoid the phenomena that the comfort of passengers is reduced and the like due to the fact that the speed change is obvious because the train level switching amplitude is too large when the traction level is switched to the coasting level, the preset switching impact rate can be set, and the level switching of the train is measured.
The grade switching impact rate is the change rate of the acceleration degree of the train, and can be obtained by solving according to the traction grade of the train at the current position and the coasting grade of the train.
If the grade switching impact rate is larger than the preset switching impact rate, the traction grade is temporarily and directly switched to the coasting grade, the current traction grade can be updated to the traction grade with a smaller gear according to the preset switching impact rate, then the grade switching impact rate of the train is calculated again, if the traction grade is still not satisfied, the traction grade is continuously reduced, and the updated traction grade is switched to the coasting grade until the obtained grade switching impact rate is smaller than or equal to the preset switching impact rate.
For example, configuring the impact Rate parameter CJerkWhen the traction working condition is converted into the coasting working condition, if the impact rate is greater than CJerkThen the lazy level bit is not used immediately and the calculation satisfies CJerkThe corresponding level is calculated according to the vehicle parameters.
Based on any of the embodiments described above, a starting speed at which the current location of the train starts coasting is determined based on the commanded speed of the train in the current travel segment.
Specifically, the starting speed of the train starting to coast at the current position is the coasting allowable speed of the train at the current position.
Based on any of the above embodiments, in order to keep the energy-saving operation time consistent with the scheduled operation time, the braking step deceleration can be adopted, and the lowest topping speed is MIN (train current speed, C) in topping calculationpara5) Wherein, Cpara5The peak-clipping configuration value is the lowest peak-clipping configuration value, and can be configured according to needs. The topping speed is used to modify the maximum limit speed of the train.
Based on any of the above embodiments, step 130 is followed by:
dividing the current driving road section into a plurality of driving sections based on the speed change point and the slope change point in the current driving road section;
determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval;
and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
Specifically, the shift point is a point at which the speed limit is changed during the operation of the train. The grade change point is a point for changing the grade in the running process of the train. The current travel section may be divided into a plurality of travel sections according to a speed change point and a grade change point in the current travel section.
The coasting allowable speed is a starting speed at which the train starts coasting at the current position. The ceiling speed limit of the train is the highest speed limit of the train. Control strategies include traction, braking, coasting, and cruise, among others. The cruising is that the speed of the train is kept to be stable at a set value through traction, braking and combination.
For example, after dividing the current travel route into a plurality of travel sections, all sections are traversed, and taking any section as an example, the current position of the train in the section is P3The end position P of the segment4. Calculating P3Coasting to P4Velocity V ofcoast(ii) a Calculating P3、P4Starting speed V at which coasting energy saving can be startedcoast3、Vcoast4(ii) a Calculating P3、P4Target point limiting speed Vtar3、Vtar4(ii) a Ceiling speed limit V is calculatedceil。
The following logic may be employed to determine the control strategy and operating time for the travel interval:
if the inlet velocity V3>Vtar3:
Brake pass, calculate time and exit velocity
If the inlet velocity V3<＝Vtar3:
If V3>＝Vcoast3：
If Vtar4<Vceil:
If Vcoast<Vtar4:
Coasting pass, calculating time and exit velocity
If Vcoast>＝Vtar4:
If the coasting acceleration is >0:
distinguishing between coasting-cruise-brake passage, or coasting-brake passage, calculating passage time and exit speed
If the coasting acceleration is less than 0:
coasting-brake pass, time and exit velocity calculation
If Vtar4>＝Vceil:
If Vcoast<＝Vceil:
Coasting pass, calculating time and exit velocity
If Vcoast>Vceil:
If the coasting acceleration is >0:
coasting-cruise passing, calculating the passing time and the exit speed if coasting acceleration is less than 0:
exception handling
If V3<＝Vcoast3：
If V3>＝Vceil:
If Vcoast4<＝MIN(Vtar4，Vceil)：
If the coasting acceleration is <0:
cruise-coast pass, calculating pass time and exit speed
If coasting acceleration > is 0:
exception handling
If Vtar4<Vceil：
Cruise-brake pass, time and exit speed calculation
And others:
cruise pass, calculate time and exit speed
If V3<Vceil:
Calculating the current speed to reach P4Velocity V of4And time
If V4<＝MIN(Vtar4，Vceil)：
If V4<Vcoast4：
Speeding pass, calculating time and exit velocity
If V4>＝Vcoast4：
Speeding-coasting-through, calculating time and exit velocity
If V4>MIN(Vtar4，Vceil)：
If Vcoast4<MIN(Vtar4，Vceil)：
Differentiating between acceleration-coasting passage, or acceleration-cruise-coasting passage, calculating passage time and exit speed
If Vcoast4>＝MIN(Vtar4，Vceil)：
Differentiating between accelerator-brake passage, or accelerator-cruise-brake passage, calculating passage time and exit speed
The embodiment of the invention provides a train operation control method, which can globally plan the operation time and has stronger prediction capability.
Based on any of the above embodiments, determining the energy saving operation time for each travel interval thereafter includes:
acquiring the energy-saving running time of the train on the current running road section in the previous running period;
and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
Specifically, the ceiling speed limit is used to limit a command speed and a coasting speed of the train, and the coasting parameters include various configuration parameters and the like.
The train ceiling speed limit and coasting parameters can be adjusted by the following logic:
setting the maximum topping speed VupMinimum topping speed VdownMIN (current speed V, C of train)para5)；
Calculating the running time according to the topping speed and the coasting parameter recorded in the previous period, comparing the running time with the planned running time, and replanning the topping speed and the coasting parameter when the error is large;
if the new planning is needed, the topping speed is calculated to be VdownAnd the coasting parameter is Cpara3If the running time of the system meets the error requirement or is less than the ATS (Automatic Train Supervision) time, exiting the current logic, and recording the topping speed VdownCoasting parameter Cpara3；
If the new planning is needed, the topping speed is calculated to be VupAnd the running time with the coasting parameter of 0, if the error requirement is met or if the running time is more than the ATS time, exiting the current logic, and recording the topping speed VupAn idle parameter 0;
if the new planning is needed, the truncated speed is calculated by pollingupAnd the coasting parameter is 0-Cpara3If the error requirement is met, the current logic is exited and the topping speed V is recordedupAn idle parameter;
if the new planning is needed, the truncated speed is calculated by pollingup-VdownAnd the coasting parameter is Cpara3If the running time of the system meets the error requirement, the system exits from the current logic and records the topping speed and the coasting parameter Cpara3，
If the planning is successful, recording the topping speed and the coasting parameters, and otherwise, operating at full speed according to the speed limit.
Based on any of the above embodiments, fig. 7 is a schematic structural diagram of a train operation control device provided by the present invention, and as shown in fig. 7, the device includes:
an obtaining unit 710, configured to obtain a control level of a train on a current traveling road segment;
a prediction unit 720, configured to determine an energy-saving coasting prediction speed at which the train coasts from the current position to the specified position of the energy-saving road based on the current position of the train, the current speed, and road condition data of the energy-saving road if the control level is the traction level and the energy-saving road exists in the current travel road segment;
and the control unit 730 is used for switching the control level of the train at the current position to the coasting level if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, and controlling the train to coast from the current position to the specified position of the energy-saving road.
The train operation control device provided by the embodiment of the invention determines the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road according to the current position, the current speed and the road condition data of the energy-saving road, switches the control level of the train at the current position to the coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, controls the train to coast from the current position to the specified position of the energy-saving road, can fully utilize ramps, curves and the like according to the actual road condition of the current running road section, increases the coasting working condition in the train operation process, is beneficial to reducing the train traction energy consumption and the train braking energy consumption, realizes the energy-saving operation of the train, simultaneously, is easy to obtain the required calculation parameters, can adapt to different line conditions, does not need to be adjusted manually, the train operation efficiency is improved.
Based on any embodiment, the energy-saving road comprises a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is the entrance of the curve; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
Based on any of the above embodiments, the prediction unit 720 is configured to:
determining potential energy and kinetic energy of the train at the current position based on the gravity center height of the train at the current position, road condition data and the current speed;
determining the potential energy of the train at the specified position of the energy-saving road based on the gravity height of the train at the specified position of the energy-saving road and the road condition data;
determining the consumed energy of the train from the current position to the specified position of the energy-saving road in the coasting process based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train from the current position to the designated position of the energy-saving road in an idle mode;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
Based on any embodiment above, the apparatus further comprises:
the parking unit is used for determining the coasting brake conversion position of the current running road section based on the position of the parking point if the control level is a traction level and the current running road section has the parking point;
determining the stopping coasting predicted speed of the train from the current position coasting to the coasting braking conversion position based on the current position and the current speed of the train and road condition data between the current position and the coasting braking conversion position;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
Based on any of the above embodiments, the control unit 730 includes:
the switching unit is used for determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train; and if the grade switching impact rate is greater than the preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
Based on any embodiment above, the apparatus further comprises:
a time determination unit for dividing the current travel section into a plurality of travel sections based on a speed change point and a grade change point in the current travel section; determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval; and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
Based on any embodiment above, the apparatus further comprises:
the parameter updating unit is used for acquiring the energy-saving running time of the train on the current running road section in the previous running period; and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
Based on any of the above embodiments, fig. 8 is a schematic structural diagram of an electronic device provided by the present invention, and as shown in fig. 8, the electronic device may include: a Processor (Processor)810, a communication Interface (Communications Interface)820, a Memory (Memory)830 and a communication Bus (Communications Bus)840, wherein the Processor 810, the communication Interface 820 and the Memory 830 communicate with each other via the communication Bus 840. The processor 810 may call logical commands in the memory 830 to perform the following method:
acquiring a control level of a train on a current running road section; if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed and the road condition data of the energy-saving road of the train; and if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
In addition, the logic commands in the memory 830 can be implemented in the form of software functional units and stored in a computer readable storage medium when the logic commands are sold or used as independent products. 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 a plurality of commands for enabling 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.
The processor in the electronic device provided in the embodiment of the present invention may call a logic instruction in the memory to implement the method, and the specific implementation manner of the method is consistent with the implementation manner of the method, and the same beneficial effects may be achieved, which is not described herein again.
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 in the foregoing embodiments when executed by a processor, and the method includes:
acquiring a control level of a train on a current running road section; if the control level is a traction level and an energy-saving road exists in the current running road section, determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed and the road condition data of the energy-saving road of the train; and if the predicted speed of the energy-saving coasting and the command speed of the train at the specified position of the energy-saving road meet the preset conditions, switching the control level of the train at the current position to the coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
When the computer program stored on the non-transitory computer readable storage medium provided in the embodiments of the present invention is executed, the method is implemented, and the specific implementation manner of the method is consistent with the implementation manner of the method, and the same beneficial effects can be achieved, which is not described herein again.
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 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 commands for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to 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 train operation control method, characterized by comprising:
acquiring a control level of a train on a current running road section;
if the control level is a traction level and an energy-saving road exists in the current running road section, determining an energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the current position, the current speed of the train and road condition data of the energy-saving road;
and if the predicted energy-saving coasting speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the specified position of the energy-saving road.
2. The train operation control method according to claim 1, wherein the energy saving road includes a curve and a ramp;
when the energy-saving road is a curve, the designated position of the energy-saving road is a curve entrance; and when the energy-saving road is a ramp, the designated position of the energy-saving road is the ramp terminal.
3. The train operation control method according to claim 1, wherein the determining an energy-saving coasting predicted speed of the train from the current position to the energy-saving road specified position based on the current position of the train, the current speed, and the road condition data of the energy-saving road, comprises:
determining potential energy and kinetic energy of the train at the current location based on the height of the center of gravity and road condition data of the train at the current location, and the current speed;
determining the potential energy of the train at the designated position of the energy-saving road based on the gravity center height of the train at the designated position of the energy-saving road and the road condition data;
determining the consumed energy of the train coasting from the current position to the specified position of the energy-saving road based on the road condition data of the energy-saving road;
determining the kinetic energy of the train at the designated position of the energy-saving road based on the potential energy and the kinetic energy of the train at the current position, the potential energy of the train at the designated position of the energy-saving road and the consumed energy of the train coasting from the current position to the designated position of the energy-saving road;
and determining the energy-saving coasting predicted speed of the train from the current position to the specified position of the energy-saving road based on the kinetic energy of the train at the specified position of the energy-saving road.
4. The train operation control method according to claim 1, wherein the acquiring of the control level of the train on the current travel section comprises:
if the control level is a traction level and the current running section has a stopping point, determining the coasting braking conversion position of the current running section based on the position of the stopping point;
determining a coasting deceleration predicted speed of said train from said current position to said coasting brake transition location based on said current position, said current speed of said train, and road condition data between said current position and said coasting brake transition location;
and if the predicted stopping coasting speed and the command speed of the train at the coasting braking conversion position meet preset conditions, switching the control level of the train at the current position to a coasting level, and controlling the train to coast from the current position to the coasting braking conversion position.
5. The train operation control method according to claim 1 or 4, wherein the switching the control level of the train at the current position to the coasting level to control the train to coast from the current position to the energy saving road designation position includes:
determining the grade switching impact rate of the train based on the traction grade of the train at the current position and the coasting grade of the train;
and if the grade switching impact rate is greater than a preset switching impact rate, updating the traction grade of the train at the current position based on the preset switching impact rate.
6. The train operation control method according to claim 1, wherein the switching of the control level of the train at the current position to the coasting level controls the train to coast from the current position to the energy saving road designation position, and thereafter comprises:
dividing the current driving road section into a plurality of driving sections based on the speed change point and the slope change point in the current driving road section;
determining a control strategy of each driving interval based on the coasting allowable speed and the target limit speed of the starting point and the ending point of each driving interval, the ceiling speed limit of the train and the coasting speed of the train from the starting point to the ending point of each driving interval;
and determining the energy-saving operation time of each driving interval based on the control strategy of each driving interval.
7. The train operation control method according to claim 6, wherein the determining of the energy saving operation time for each travel section thereafter includes:
acquiring the energy-saving running time of the train on the current running road section in the previous running period;
and if the error between the energy-saving operation time and the planned operation time of the train is larger than a preset error threshold, resetting the ceiling speed limit and the coasting parameters of the train.
8. A train operation control device characterized by comprising:
the acquisition unit is used for acquiring the control level of the train on the current running road section;
a prediction unit, configured to determine an energy-saving coasting prediction speed at which the train coasts from the current position to the energy-saving road specified position based on the current position of the train, a current speed, and road condition data of the energy-saving road if the control level is a traction level and the energy-saving road exists in the current travel link;
and the control unit is used for switching the control level of the train at the current position to a coasting level if the energy-saving coasting predicted speed and the command speed of the train at the specified position of the energy-saving road meet preset conditions, and controlling the train to coast from the current position to the specified position of the energy-saving road.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the steps of the train operation control method according to any one of claims 1 to 7 are implemented when the computer program is executed by the processor.
10. A non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program when executed by a processor implements the steps of the train operation control method according to any one of claims 1 to 7.
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