CN113928371B - Automatic train driving method and system - Google Patents
Automatic train driving method and system Download PDFInfo
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- CN113928371B CN113928371B CN202010611640.1A CN202010611640A CN113928371B CN 113928371 B CN113928371 B CN 113928371B CN 202010611640 A CN202010611640 A CN 202010611640A CN 113928371 B CN113928371 B CN 113928371B
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- 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
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/126—Brakes for railway vehicles coming into operation in case of exceeding a predetermined speed
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- 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 provides a train automatic driving method and a train automatic driving system, wherein the train automatic driving method comprises the following steps: acquiring a target speed and a current train speed; setting a target speed window according to the target speed, wherein the target speed window comprises an upper window and a lower window; and controlling the automatic driving of the train according to the current train speed and the target speed window. According to the automatic train driving method and system, the target speed window is set, so that the train speed is in the target speed window, and the train gear does not need to be frequently switched, so that the comfort and stability of train operation are improved.
Description
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a train automatic driving method and system.
Background
In the prior art of automatic train driving, proportional-integral-derivative control (PID control) is widely used, but the PID control has a certain limitation. The PID algorithm controls the driving of the train according to the difference between the target speed and the actual speed of the train by proportion, integration and differentiation. The method has the defect of frequent control quantity switching and is unfavorable for comfortable operation.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides a train automatic driving method and system. According to the automatic train driving method, the target speed window is set, so that the train speed is in the target speed window, and the train gear does not need to be frequently switched, so that the running comfort and stability of the train are improved.
The invention also provides a train automatic driving system.
To achieve the above object, an embodiment according to a first aspect of the present invention proposes a train automatic driving method including: acquiring a target speed and a current train speed; setting a target speed window according to the target speed, wherein the target speed window comprises an upper window and a lower window; and controlling the automatic driving of the train according to the current train speed and the target speed window.
According to the automatic train driving method provided by the embodiment of the invention, the train speed is enabled to be within the target speed window by setting the target speed window, and the train gear is not required to be frequently switched, so that the comfort and the stability of train operation are improved.
In some examples of the invention, further comprising: acquiring an emergency braking speed and an alarm braking speed; setting an alarm braking window and a normal braking window according to the emergency braking speed, the alarm braking speed and the target speed window; and controlling the automatic driving of the train according to the current train speed, the alarming braking window, the braking window and the target speed window.
In some examples of the invention, the setting a target speed window according to the target speed includes: acquiring a target speed threshold range; and setting the target speed window according to the target speed threshold range and the target speed.
In some examples of the present invention, the controlling the automatic driving of the train according to the current train speed and the target speed window includes: if the current train speed is higher than the upper window, controlling the train to run at a reduced speed; if the current train speed is lower than the window, controlling the train to run in an accelerating way; and if the current train speed is positioned in the target speed window, controlling the train to normally run through a sampling control method.
In some examples of the present invention, the controlling the automatic driving of the train according to the current train speed, the warning brake window, the brake window, and the target speed window includes: if the current train speed is smaller than the lower window or is located in the braking window, the train is controlled through sampling PID control; if the current train speed is within a target speed window, controlling the train through sampling control; and if the current train speed is positioned in the alarm braking window, controlling the train to run at a reduced speed.
In some examples of the present invention, if the current train speed is less than the lower window or is within the braking window, the controlling the train through sampling PID control includes: acquiring a control period and a current acceleration; calculating a reference acceleration according to the control period, the target speed and the current train speed; changing the current acceleration to the reference acceleration through PID control; outputting the reference acceleration; and controlling the train to run through the reference acceleration in the control period.
In some examples of the present invention, the sampling control method is a control method in which the input amount is different and the output amount is the same in several control periods.
An embodiment according to a second aspect of the present invention proposes a train autopilot system comprising: the acquisition module is used for acquiring the target speed and the current train speed; the setting module is used for setting a target speed window according to the target speed, and the target speed window comprises an upper window and a lower window; and the control module is used for controlling the automatic driving of the train according to the current train speed and the target speed window.
An embodiment according to a third aspect of the present invention proposes a controller comprising a receiver, a memory, a processor, a transmitter and a computer program stored in the memory and executable on the processor, the processor implementing the method of autonomous driving of a train according to the embodiment of the first aspect of the present invention when executing the computer program.
An embodiment according to a fourth aspect of the present invention proposes a computer readable storage medium storing a computer program, characterized in that the computer program, when executed by a processor, implements a method for autonomous driving of a train according to an embodiment of the first aspect of the present invention.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a schematic diagram of a method for automatically driving a train according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of another method of autonomous driving of a train provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of yet another method of autonomous driving of a train provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of yet another method of autonomous driving of a train provided by an embodiment of the present invention;
FIG. 5 is a schematic diagram of a train autopilot system provided by an embodiment of the present invention;
FIG. 6 is a schematic diagram of another autonomous train driving system provided in an embodiment of the present invention;
fig. 7 is a schematic diagram of a controller according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
A train autopilot method and system in accordance with embodiments of the present invention are described in detail below with reference to fig. 1-7.
In some embodiments, as shown in fig. 1, the method of autonomous driving of a train includes the steps of:
s101, acquiring a target speed and a current train speed.
In some embodiments, during train operation, to ensure train operation comfort and punctuation, it is desirable to control the train to operate at a suitable speed, commonly referred to as the target speed. The target speed of the train can be obtained through an algorithm, which is not a main invention point of the invention and is not repeated.
In some embodiments, the target speed of the current train and the current train speed need to be obtained before the automatic driving of the train is controlled. And judging whether the current train speed reaches the target speed of the train or not by comparing the target speed of the train with the current train speed.
S102, setting a target speed window according to the target speed, wherein the target speed window comprises an upper window and a lower window.
In some embodiments, it may be desirable to set the target speed window based on the target speed. The target speed window is a range value of speeds, wherein the maximum speed value of the target speed window is called an upper window, the minimum speed value of the target speed window is called a lower window, and the target speed is the median of the upper window and the lower window.
In some embodiments, as shown in fig. 2, step S102 sets a target speed window according to a target speed, where the target speed window includes an upper window and a lower window, and further includes:
s201, acquiring a target speed threshold range.
In some specific embodiments, the target speed is a fixed value, but the current train speed can fluctuate at the target speed without affecting the comfort of train operation, where the fluctuation range is the target speed threshold range, and thus the target speed threshold range needs to be acquired. Typically, the target speed threshold is in the range of 1.5 km/h to 2 km/h, i.e., the difference between the upper and lower windows of the target speed is in the range of 1.5 km/h to 2 km/h.
S202, setting the target speed window according to the target speed threshold range and the target speed.
In some embodiments, a target speed threshold range is obtained, i.e., a target speed window is set by the magnitude of the target speed, by the target speed threshold range. By establishing the target speed window, the train can run in the target speed window in the running process without influencing the running comfort of the train, and the phenomenon that the train speed severely oscillates around the target speed curve in the prior art is avoided. And through setting up the goal speed window, the train can be inert in the goal speed window, help the train to run with energy conservation.
S103, controlling the automatic driving of the train according to the current train speed and the target speed window.
In some embodiments, after the target speed window is set, the running comfort and stability of the train are not affected because the train runs in the target speed window, so that the train needs to be controlled to run in the target speed window.
In some embodiments, if the current train speed is higher than the upper window of the target speed window, controlling the train to run at a reduced speed; if the current train speed is lower than the lower window of the target speed window, controlling the train to run in an accelerating way; and if the current train speed is within the target speed window, controlling the running of the train through sampling control.
When the current train speed is higher than the upper window of the target speed window, the train speed is not in the optimal running speed range, and if the train is continuously running at the speed, the punctuation rate of the train can be influenced, even potential safety hazards are caused, so that the current train speed needs to be controlled to fall back into the target speed window, and the train needs to be controlled to run at a reduced speed. When the current train speed is lower than the lower window of the target speed window, the train speed is not in the optimal running speed range, and if the train is continuously running at the speed, the punctuation rate of the train is affected, even potential safety hazards are caused, so that the current train speed needs to be controlled to fall back into the target speed window, and the acceleration running of the train needs to be controlled.
The current train speed is located in the target speed window, and the train is controlled to run through a sampling control method. The sampling control is a control method in which the input amount is different and the output amount is the same in each control period in a plurality of control periods. That is, when the current train speed is within the target speed window, a plurality of control periods are set as one output period, and in the one output period, the input quantity is different in each control period, and the output quantity is the same. Specifically, three control periods may be set as one output period, where the current train speed in the three control periods is collected as an input amount, and when it is determined that the current train speed is within the target speed window, the same output amount is output, that is, the same acceleration is output, so that the train stably runs and no filtering failure occurs in the three control periods. The filter failure is determined as a failure by the system detection when the magnitude of the output control amount of the train operation subsystem changes in several control periods that are adjacent to each other in succession.
In an ideal situation, the train is running at the target speed until the stop at the stop is optimal. However, in a practical situation, the traction force output by the train is controllable, but the resistance received by the train is not controllable, so that the acceleration of the train is difficult to maintain at a certain value, and therefore, the speed of the train is difficult to maintain at the target speed. In some existing technologies, when the train exceeds the target speed, the train needs to be decelerated, and when the train is lower than the target speed, the train needs to be accelerated, so that the train speed is severely oscillated around the target speed curve, and the train is switched between acceleration and deceleration, so that the comfort and stability of the running of the train are greatly affected.
According to the automatic train driving method, the target speed window is set, so that the train speed is in the target speed window, and even if the train speed is higher or lower than the target speed, the speed is still not required to be reduced or accelerated, so that the running comfort and stability of the train are improved.
In some specific embodiments, as shown in fig. 3, the method for automatically driving a train further comprises:
s301, obtaining an emergency braking speed and an alarm braking speed.
In some specific embodiments, during the running process of the train, the train is generally not decelerated when the train reaches the target speed window, but the train is decelerated immediately when the train reaches the critical value of the upper window of the target speed window, so that in some cases, the current train speed already exceeds the upper window speed, but the train is not decelerated immediately due to the problems of communication delay and the like, and the train speed is likely to reach the alarm braking speed or even reach the emergency braking speed. Thus, in some specific embodiments, it is also desirable to obtain an emergency braking speed and an alarm braking speed to prevent safety hazards from occurring.
S302, setting an alarm braking window and a normal braking window according to the emergency braking speed, the alarm braking speed and the target speed window.
In some embodiments, the warning brake window and the brake window may be set after the emergency brake speed and the warning brake speed are obtained. The braking window is a range value from the upper window of the target speed window to the alarm braking speed. The warning braking window is a range value between a warning braking speed and an emergency braking speed. By arranging the braking window and the alarm braking window, the control mode of the train can be clearly and effectively indicated.
S303, controlling the automatic driving of the train according to the current train speed, the alarm braking window, the braking window and the target speed window.
In some embodiments, whether the current train speed is in the alarm brake window, the brake window or the target speed window is judged according to the current train speed, and different control is carried out on the train according to different windows in which the current train speed is.
In some embodiments, if the current train speed is less than the lower window or within the braking window, the train is controlled by sampling PID control. The sampling PID control is a method of combining sampling control and PID control.
As shown in fig. 4, this step includes:
s401, acquiring a control period and current acceleration.
In some embodiments, it is first necessary to acquire control periods, and set several control periods as one output period. While the current acceleration per cycle needs to be acquired.
S402, calculating reference acceleration according to the control period, the target speed and the current train speed.
In some embodiments, the reference acceleration required to bring the current train speed to the target speed during the control period may be simply calculated as a result of the control period, the target speed, and the current train speed being acquired.
S403, changing the current acceleration into the reference acceleration through PID control.
In some embodiments, the current acceleration is proportionally controlled to increase to the magnitude of the reference acceleration for a proportionality constant in the PID by PID control. In this case, the target speed is easily exceeded, that is, the overshoot is easily exceeded by the proportionality constant in order to quickly respond to the target speed, and differentiation is required to suppress an increase in the overshoot, so that the target speed can be quickly returned to the vicinity. In order to be able to approach the target speed to the maximum, we need to adjust the integral as close as possible to the target speed, thereby achieving a fast and accurate control of the train.
S404, outputting reference acceleration.
And S405, controlling train operation by referencing acceleration in a control period.
In some embodiments, it should be noted that during a control period, the train is controlled to operate with reference to the acceleration, i.e., during a number of control periods, the train is operated with reference to the acceleration, i.e., during different control periods, the input is different, but the output is the same. Therefore, the control mode combining sampling control and PID control can effectively avoid filter faults.
In some embodiments, the train is controlled by sampling control if the current train speed is within the target speed window. The sampling control is a control method in which the input amount is different and the output amount is the same in each control period in a plurality of control periods. That is, when the current train speed is within the target speed window, a plurality of control periods are set as one output period, and in the one output period, the input quantity is different in each control period, and the output quantity is the same. Specifically, three control periods may be set as one output period, where the current train speed in the three control periods is collected as an input amount, and when it is determined that the current train speed is within the target speed window, the same output amount is output, that is, the same acceleration is output, so that the train stably runs and no filtering failure occurs in the three control periods. The filter failure is determined as a failure by the system detection when the magnitude of the output control amount of the train operation subsystem changes in several control periods that are adjacent to each other in succession.
In some embodiments, the train is controlled to run at a reduced speed if the current train speed is within the warning brake window. When the train speed enters the alarm braking window, the train speed is at a dangerous speed, so that the train needs to be forced to brake and slow down, and the safety of the running speed of the train is ensured.
A method of automatically driving a train according to a specific embodiment of the present invention is described in detail as follows.
First, a target speed, an emergency braking speed, an alarm braking speed, and a current train speed need to be acquired.
In the process of train operation, in order to ensure the comfort and the punctuation rate of train operation, the train needs to be controlled to operate at a proper speed, which is commonly called as a target speed. In general, while the train is controlled to operate at the target speed, the train speed needs to be prevented from being too fast, and the emergency braking speed is exceeded or even exceeded, so that potential safety hazards are caused, and therefore the emergency braking speed and the emergency braking speed need to be acquired.
And secondly, setting a target speed window according to the target speed threshold range and the target speed, and setting a braking window and an alarm braking window according to the target speed window, the alarm braking speed and the emergency braking speed.
Under the condition that the comfort of train operation is not affected, the current train speed can fluctuate at the target speed, and the fluctuation range is the target speed threshold range, so that the target speed threshold range needs to be acquired. Typically, the target speed threshold is in the range of 1.5 km/h to 2 km/h, i.e., the difference between the upper and lower windows of the target speed is in the range of 1.5 km/h to 2 km/h. The target speed threshold range is obtained, namely the target speed window is set through the size of the target speed and the target speed threshold range. By establishing the target speed window, the train can run in the target speed window in the running process without influencing the running comfort of the train, and the phenomenon that the train speed severely oscillates around the target speed curve in the prior art is avoided.
After the emergency braking speed and the alarming braking speed are obtained, an alarming braking window and a braking window can be arranged. The braking window is a range value from the upper window of the target speed window to the alarm braking speed. The warning braking window is a range value between a warning braking speed and an emergency braking speed. By arranging the braking window and the alarm braking window, the control mode of the train can be clearly and effectively indicated.
And if the current train speed is smaller than the lower window or is positioned in the braking window, controlling the train through sampling PID control. Since the target speed and the current train speed have already been acquired, at this time, a control period needs to be acquired first, and a plurality of control periods are set as one output period. While the current acceleration per cycle needs to be acquired. Since the control period, the target speed, and the current train speed are acquired, the reference acceleration required to bring the current train speed to the target speed in this control period can be simply calculated. Proportional control of the current acceleration to the magnitude of the reference acceleration is performed by PID control on the proportionality constant in the PID. In this case, the target speed is easily exceeded, that is, the overshoot is easily exceeded by the proportionality constant in order to quickly respond to the target speed, and differentiation is required to suppress an increase in the overshoot, so that the target speed can be quickly returned to the vicinity. In order to be able to approach the target speed to the maximum, we need to adjust the integral as close as possible to the target speed, thereby achieving a fast and accurate control of the train. After changing the current acceleration to the reference acceleration, the reference acceleration is output. During the control period, the train operation is controlled by reference to the acceleration. In the control period, the train operation is controlled by the reference acceleration, that is, the control period is a plurality of control periods, and the train operation is performed by the reference acceleration in the plurality of control periods, that is, different control periods are different in input quantity, but the output quantity is the same. Therefore, the control mode combining sampling control and PID control can effectively avoid filter faults.
And if the current train speed is within the target speed window, controlling the train through sampling control. The sampling control is a control method in which the input amount is different and the output amount is the same in each control period in a plurality of control periods. That is, when the current train speed is within the target speed window, a plurality of control periods are set as one output period, and in the one output period, the input quantity is different in each control period, and the output quantity is the same. Specifically, three control periods may be set as one output period, where the current train speed in the three control periods is collected as an input amount, and when it is determined that the current train speed is within the target speed window, the same output amount is output, that is, the same acceleration is output, so that the train stably runs and no filtering failure occurs in the three control periods. The filter failure is determined as a failure by the system detection when the magnitude of the output control amount of the train operation subsystem changes in several control periods that are adjacent to each other in succession.
A train autopilot system 100 in accordance with an embodiment of the present invention is described in detail below with reference to fig. 5-6.
As shown in fig. 5, the train automatic driving system 100 includes: the acquisition module 101, the acquisition module 101 is used for acquiring a target speed and a current train speed; the setting module 102 is used for setting a target speed window according to the target speed, wherein the target speed window comprises an upper window and a lower window; and the control module 103 is used for controlling the automatic driving of the train according to the current train speed and the target speed window.
The train can be controlled to run in the target speed window through the acquisition module 101, the setting module 102 and the control module 103, so that the running comfort and stability of the train are improved, and the train can coast in the target speed window, thereby being beneficial to the energy-saving running of the train.
In some embodiments, the obtaining module 101 is further configured to obtain an emergency braking speed and an alarm braking speed; and may also be used to obtain a target speed threshold range.
In some embodiments, the setup module 102 is further configured to set the warning brake window and the brake window based on the emergency brake speed, the warning brake speed, and the target speed window.
In some embodiments, the control module 103 is further configured to control the autonomous driving of the train based on the current train speed, the warning brake window, the brake window, and the target speed window.
In some embodiments, the acquisition module 101 may also be used to acquire the control period and the current acceleration.
In some embodiments, as shown in fig. 6, the train autopilot system 100 further includes a calculation module 104, the calculation module 104 configured to calculate a reference acceleration based on the control period, the target speed, and the current train speed.
In some embodiments, the control module 103 is further configured to change the current acceleration to the reference acceleration through PID control.
In some embodiments, as shown in fig. 6, the train autopilot system 100 further includes an output module 105, the output module 105 for outputting a reference acceleration.
In some embodiments, the control module 103 is also configured to control train operation by referencing acceleration during a control period.
It can be appreciated that, regarding the specific implementation manner and corresponding beneficial effects of the functional blocks included in the automatic train driving system 100 of fig. 5 and 6, reference may be made to the specific description of the foregoing embodiments of fig. 1, 2, 3 or 4, which are not repeated herein.
As shown in fig. 7, the present invention provides a controller 200 including a receiver 11, a memory 12, a processor 13, a transmitter 14, and a computer program stored in the memory 12 and executable on the processor 13, the processor 13 implementing any of the steps of the train autopilot method in the above embodiments when executing the computer program.
In some embodiments, there is also provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements any of the steps of the method for autonomous driving of a train of the above embodiments.
Other components and operations of the method and system for autonomous driving of a train according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the various embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile memory can include Read Only Memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), among others.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.
Claims (6)
1. A method of autonomous driving of a train, comprising:
acquiring a target speed and a current train speed;
setting a target speed window according to the target speed, wherein the target speed window comprises an upper window and a lower window;
acquiring an emergency braking speed and an alarm braking speed;
setting an alarm braking window and a normal braking window according to the emergency braking speed, the alarm braking speed and the target speed window;
if the current train speed is smaller than the lower window or is located in the normal braking window, the train is controlled through sampling PID control;
if the current train speed is positioned in a target speed window, controlling the train through sampling control, wherein the sampling control method is a control method with different input quantity and same output quantity in a plurality of control periods;
if the current train speed is positioned in the alarm braking window, controlling the train to run at a reduced speed;
and if the current train speed is smaller than the lower window or is positioned in the normal braking window, controlling the train through sampling PID control, wherein the method comprises the following steps of:
acquiring a control period and a current acceleration;
calculating a reference acceleration according to the control period, the target speed and the current train speed;
changing the current acceleration to the reference acceleration through PID control;
outputting the reference acceleration;
and controlling the train to run through the reference acceleration in the control period.
2. The automatic train driving method according to claim 1, wherein the setting of the target speed window according to the target speed includes:
acquiring a target speed threshold range;
and setting the target speed window according to the target speed threshold range and the target speed.
3. The method for automatically driving a train according to claim 1, wherein the controlling the automatic driving of the train according to the current train speed and the target speed window comprises:
if the current train speed is higher than the upper window, controlling the train to run at a reduced speed;
if the current train speed is lower than the window, controlling the train to run in an accelerating way;
and if the current train speed is positioned in the target speed window, controlling the train to normally run through a sampling control method.
4. A train autopilot system comprising:
the acquisition module is used for acquiring the target speed and the current train speed;
the setting module is used for setting a target speed window according to the target speed, and the target speed window comprises an upper window and a lower window;
the control module is used for controlling the automatic driving of the train according to the current train speed and the target speed window;
the autopilot system is further configured to:
acquiring an emergency braking speed and an alarm braking speed;
setting an alarm braking window and a normal braking window according to the emergency braking speed, the alarm braking speed and the target speed window;
if the current train speed is smaller than the lower window or is located in the normal braking window, the train is controlled through sampling PID control;
if the current train speed is positioned in a target speed window, controlling the train through sampling control, wherein the sampling control method is a control method with different input quantity and same output quantity in a plurality of control periods;
if the current train speed is positioned in the alarm braking window, controlling the train to run at a reduced speed;
and if the current train speed is smaller than the lower window or is positioned in the normal braking window, controlling the train through sampling PID control, wherein the method comprises the following steps of:
acquiring a control period and a current acceleration;
calculating a reference acceleration according to the control period, the target speed and the current train speed;
changing the current acceleration to the reference acceleration through PID control;
outputting the reference acceleration;
and controlling the train to run through the reference acceleration in the control period.
5. A controller comprising a receiver, a memory, a processor, a transmitter and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the method of autonomous driving of a train as claimed in any of claims 1 to 3 when executing the computer program.
6. A computer readable storage medium storing a computer program, characterized in that the computer program, when executed by a processor, implements the train autopilot method according to any one of claims 1 to 3.
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