CN113954923B - Marshalling train parking control method and control system - Google Patents
Marshalling train parking control method and control system Download PDFInfo
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Abstract
The application provides a method and a system for controlling the stopping of a marshalling train, wherein the method comprises the following steps: acquiring attribute information of a front train and a rear train; determining a parking section of the next train according to the attribute information; determining a target speed corresponding to the parking section; and sending the parking section and the corresponding target speed to the bottom layer controller so that the bottom layer controller performs parking control on the next train based on the parking section and the corresponding target speed. According to the method, the corresponding target speed of the parking section of the next train is determined according to the attribute information of the front train and the rear train, and then the next train is parked according to the parking section and the corresponding target speed, so that the front train can be tracked by fully utilizing the high speed on the premise of not overspeed, the parking time interval of the two trains is effectively reduced, and the parking accuracy of the next train is ensured.
Description
Technical Field
The application relates to the field of automatic driving of trains, in particular to a method and a system for controlling stopping of a marshalling train.
Background
With the vigorous development of urban rail transit industry in China, the train running efficiency becomes a point of increasing attention. In order to solve the problem that the train operation efficiency is low in the current stage, virtual grouping becomes a widely accepted option.
The virtual marshalling is directly and wirelessly communicated with the vehicles, so that the rear vehicles acquire the running state of the front vehicles to control the running of the rear vehicles, and the cooperative running mode of trains with the same speed and very small intervals is realized through wireless communication. The virtual marshalling can greatly improve the running efficiency, meanwhile, the flexible marshalling is adopted, the transfer is reduced, and the traveling experience of passengers is improved.
However, the current virtual marshalling operation mode has certain difficulties, wherein the stop-by-stop is one of the difficulties. Operating in virtual consist mode, the inter-consist need to do one principle and two goals: the method takes the principle of not touching the driving safety protection curve, reduces the stop time interval (selecting 3-5 s) between two adjacent marshalling and takes the accurate stop of the virtual marshalling vehicles at the stop (selecting the error + -50 cm from the target stop point) as the target. Therefore, the running efficiency is improved under the condition that the safety of the vehicle can be ensured, passengers can get on or off the vehicle at the appointed parking spot, and the experience of the passengers is improved.
At present, in the field of virtual marshalling control, a one-time braking parking scheme is adopted for parking control. According to the scheme, the relation from the starting parking point to the target parking point is calculated in real time, the recommended speed and the acceleration are given, and the parking operation is carried out. Although this scheme can guarantee certain parking accuracy, nevertheless has certain problem: if the following distance of the front and rear vehicles is too large in the front cruising stage of parking, the time interval between the rear vehicles and the front vehicles is too large due to one-time braking; if the following distance between the rear vehicle and the front vehicle is too small in the cruising stage before parking, the protective speed is too low after entering the parking stage, and the overspeed phenomenon is likely to occur when the controller is adopted to control the vehicle due to the fact that the primary braking planning speed is too high.
Disclosure of Invention
In order to solve one of the technical defects, the application provides a method and a system for controlling the stopping of a marshalling train.
In a first aspect of the present application, there is provided a method for controlling stopping of a marshalling train, the method comprising:
Acquiring attribute information of a front train and a rear train;
Determining a parking section of the latter train according to the attribute information;
Determining a target speed corresponding to the parking section;
And sending the parking section and the corresponding target speed to an underlying controller so that the underlying controller performs parking control on the later train based on the parking section and the corresponding target speed.
Optionally, the attribute information of the previous train is acceleration; the attribute information of the latter train is the speed and the distance between the latter train and the parking spot;
The determining the parking section of the latter train according to the attribute information comprises the following steps:
If the acceleration is smaller than a preset deceleration threshold value, determining that the parking section of the next train is a deceleration parking section;
if the acceleration is not less than a preset deceleration threshold value, but the speed is not less than the maximum braking speed, determining that the parking section of the next train is a precise parking section; the maximum braking speed is determined according to the distance between the vehicle and the parking point and the preset maximum braking rate in the parking stage.
Optionally, the determining the target speed corresponding to the parking section includes:
If the parking section is a deceleration parking section, determining a corresponding target speed according to the maximum speed of the train and a preset protection speed threshold value;
If the parking section is an accurate parking section, the corresponding target speed is determined according to the speed, the distance between the target speed and the parking spot and the period of sending data to the bottom layer controller.
Optionally, the protection speed threshold is 5km/h.
In a second aspect of the present application, there is provided a method for controlling stopping of a marshalling train, the method comprising:
Acquiring a parking section and a corresponding target speed, wherein the parking section and the corresponding target speed are obtained by an upper controller through acquiring attribute information of a front train and a rear train, determining a parking section of a subsequent train according to the attribute information, and determining the corresponding target speed of the parking section;
Determining a level symbol according to the parking section and the corresponding target speed;
And sending the level symbol to a limited impact rate/energy saving module so that the limited impact rate/energy saving module carries out parking control on a next train according to the level symbol.
Optionally, the parking section is a deceleration parking section or an accurate parking section;
The step sign is determined according to the parking section and the corresponding target speed, and the step sign comprises the following steps:
if the parking section is a speed-reducing parking section, a fuzzy PID controller is controlled to determine a level symbol according to the parking section and the corresponding target speed;
And if the parking section is the accurate parking section, controlling the linear quadratic regulator controller to determine a level sign according to the parking section and the corresponding target speed.
In a third aspect of the present application, there is provided a method for controlling a stop of a marshalling train, the method comprising:
Acquiring a level symbol, wherein the level symbol is determined by a bottom layer controller according to a parking section and a corresponding target speed, and the parking section and the corresponding target speed are obtained by an upper layer controller by acquiring attribute information of a front train and a rear train, determining a parking section of a rear train according to the attribute information, and determining the target speed corresponding to the parking section;
determining a vehicle control state at the last moment, wherein the vehicle control state is traction, coasting or braking;
Determining the vehicle control state of the target according to the level symbol;
determining the vehicle control state at the moment according to the vehicle control state at the last moment and the vehicle control state of the target;
And stopping the train according to the control state at the moment.
Optionally, the determining the vehicle control state at the present moment according to the vehicle control state at the previous moment and the vehicle control state of the target includes:
if the vehicle control state at the previous moment is traction, determining that the vehicle control state at the moment is traction when the vehicle control state of the target is traction; when the target vehicle control state is idle or braking, determining the vehicle control state at the moment as idle;
If the vehicle control state at the previous moment is idle, determining that the vehicle control state at the moment is idle when the target vehicle control state is idle; when the vehicle control state of the target is traction, determining the traction of the vehicle control state at the moment; when the control state of the target is braking, determining the control state braking at the moment;
if the vehicle control state at the previous moment is braking, determining that the vehicle control state at the moment is braking when the vehicle control state of the target is braking; and when the target vehicle control state is idle or traction, determining the vehicle control state at the moment as idle.
Optionally, the parking control of the train according to the control state of the moment includes:
acquiring an actual output control level value at the last moment;
Determining the output control level value at the moment according to a preset impact rate threshold and the actual output control level value at the last moment;
After the output control level value at the moment and the level symbol corresponding to the train control state at the moment are processed by the energy-saving module, the energy-saving module transmits the output control level value at the moment and the level symbol corresponding to the train control state at the moment to the train, so that the train is stopped.
In a fourth aspect of the present application, there is provided a marshalling train parking control system comprising: an upper controller, a lower controller, and an impact rate limiting/energy saving module;
the upper controller is configured to perform the method described in the first aspect;
the bottom layer controller is used for executing the method of the second aspect;
A limited impact rate/energy saving module for performing the method of the third aspect.
In a first aspect, the present application provides a method for controlling a train stopping of a consist, which determines a stopping zone of a following train, that is, a corresponding target speed, according to attribute information of a front train and a rear train, and then performs stopping control on the following train according to the stopping zone and the corresponding target speed, so that the high speed can be fully utilized to track the front train without overspeed, the stop time interval of the two trains is effectively reduced, and the stopping of the following train is ensured.
In addition, in one implementation, the parking section is divided into a deceleration parking section and an accurate parking section, and the parking section of the next train is determined according to the acceleration of the previous train, the acceleration of the next train and the distance between the next train and a parking point, so that the specific section is dynamically determined according to the current conditions of the previous train and the next train, and the accurate determination of the parking section is ensured.
In addition, in one implementation, corresponding target speeds are determined for different parking zones, enabling flexible control of different parking zones of the train.
In addition, in one implementation, the accuracy of the target speed corresponding to the reduced speed parking section is improved by accurate setting of the protection speed threshold.
In a second aspect, the method for controlling the parking of the marshalling trains provided by the application determines the level symbol according to the parking section and the corresponding target speed, and further performs parking control on the next train according to the level symbol, so that the front train can be tracked by fully utilizing high speed on the premise of not overspeed, the parking time interval of the two trains is effectively reduced, and the parking accuracy of the next train is ensured.
In addition, in one implementation, different controllers are adopted for different sections to determine the level symbol according to the parking section and the corresponding target speed, so that different sections are executed by adopting different controllers, and the execution effect of each section is ensured.
In a third aspect, the method for controlling the parking of the marshalling train provided by the application determines the car control state at the moment according to the parking section and the level symbol determined by the corresponding target speed, and further controls the parking of the train according to the control state at the moment, so that the front car can be tracked by fully utilizing high speed on the premise of not overspeed, the time interval between two car stops is effectively reduced, and the stop of the rear car is ensured.
In addition, in one implementation, the vehicle control state at the moment is flexibly determined according to the vehicle control state at the last moment, so that the accurate determination of the vehicle control state is ensured, and the accurate control of the rear vehicle is ensured.
In addition, in one implementation, after the output control level value at the moment and the level symbol corresponding to the car control state at the moment are processed by the energy-saving module, the energy-saving module issues the output control level value at the moment and the level symbol corresponding to the car control state at the moment to the train, so that the parking control is performed on the train, the accurate control on the rear car is ensured, and the energy consumption of the control is reduced.
In a fourth aspect, the application provides a marshalling train parking control system, which realizes the parking control of a next train according to a parking section and a corresponding target speed through an upper controller, a bottom controller, a limited impact rate/energy saving module and a train, and can fully utilize high speed to track a front train on the premise of not overspeed, effectively reduce the time interval between two trains for stopping, and ensure the parking accuracy of the next train.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
Fig. 1 is a schematic flow chart of a method for controlling stopping of a marshalling train according to an embodiment of the present application;
Fig. 2 is a schematic flow chart of another method for controlling stopping of a marshalling train according to an embodiment of the present application;
fig. 3 is a schematic flow chart of another method for controlling stopping of a marshalling train according to an embodiment of the present application;
Fig. 4 is a schematic structural diagram of a train parking control system according to an embodiment of the present application;
fig. 5 is a schematic flow chart of another method for controlling stopping of a marshalling train according to an embodiment of the present application;
FIG. 6 is a schematic view of a cruise and downshift parking zone division provided by an embodiment of the present application;
FIG. 7 is a diagram illustrating a speed division basis for a deceleration parking section and a precise parking section according to an embodiment of the present application;
Fig. 8 is a schematic diagram of state switching according to an embodiment of the present application.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following detailed description of exemplary embodiments of the present application is provided in conjunction with the accompanying drawings, and it is apparent that the described embodiments are only some embodiments of the present application and not exhaustive of all embodiments. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other.
In the process of implementing the present application, the inventor finds that in the field of virtual marshalling control, a one-time braking parking scheme is mostly adopted for parking control. According to the scheme, the relation from the starting parking point to the target parking point is calculated in real time, the recommended speed and the acceleration are given, and the parking operation is carried out. Although this scheme can guarantee certain parking accuracy, nevertheless has certain problem: if the following distance of the front and rear vehicles is too large in the front cruising stage of parking, the time interval between the rear vehicles and the front vehicles is too large due to one-time braking; if the following distance between the rear vehicle and the front vehicle is too small in the cruising stage before parking, the protective speed is too low after entering the parking stage, and the overspeed phenomenon is likely to occur when the controller is adopted to control the vehicle due to the fact that the primary braking planning speed is too high.
In view of the above problems, an embodiment of the present application provides a method and a system for controlling parking of a marshalling train, where the method includes: acquiring attribute information of a front train and a rear train; determining a parking section of the next train according to the attribute information; determining a target speed corresponding to the parking section; and sending the parking section and the corresponding target speed to the bottom layer controller so that the bottom layer controller performs parking control on the next train based on the parking section and the corresponding target speed. According to the method, the corresponding target speed of the parking section of the next train is determined according to the attribute information of the front train and the rear train, and then the next train is parked according to the parking section and the corresponding target speed, so that the front train can be tracked by fully utilizing the high speed on the premise of not overspeed, the parking time interval of the two trains is effectively reduced, and the parking accuracy of the next train is ensured.
Referring to fig. 1, the present embodiment provides a method of controlling a stop of a marshalling train, which is applied to an upper controller, wherein the upper controller is a component in a train for obtaining a stop zone and a target speed of the train to ensure that the train where the upper controller is located travels at a desired speed and maintains a desired distance from a preceding train through the stop zone and the target speed.
The method comprises the following implementation flow:
And 101, acquiring attribute information of a front train and a rear train.
Wherein, the attribute information of the previous train is acceleration a (0); the attribute information of the latter train is the speed v (1), the distance dtg (1) from the stop.
102, Determining the parking section of the subsequent train according to the attribute information.
The parking section is a deceleration parking section or a precise parking section.
The main aim of the speed-reducing parking section is to reduce the distance difference between two vehicles caused by the front surface as far as possible under the premise of ensuring no exceeding protection speed.
The main aim of the accurate parking section is to enable the rear vehicle to be stably and accurately parked at a required position.
The parking section is divided into a deceleration parking section and a precise parking section again, so that the speed is fully utilized to track in the deceleration parking section, and the two-vehicle parking time interval is reduced; in the accurate parking section, accurate parking control is adopted, so that the vehicle can accurately park at the platform. The train can be stably, comfortably and accurately stopped.
In particular, the method comprises the steps of,
If the acceleration is less than the preset deceleration threshold (i.e., a (0)<ap), determining that the parking zone of the next train is the deceleration parking zone.
Wherein a p is a preset deceleration threshold;
If the acceleration is not less than the preset deceleration threshold (i.e., a (0)≥ap), but the speed is not less than the maximum braking speed (i.e., v (1)≥vmax), determining that the parking zone of the next train is the accurate parking zone.
Wherein a max is a preset maximum braking rate in a parking stage, and is determined according to the distance between the vehicle and a parking point and the preset maximum braking rate in the parking stage.
For example, the number of the cells to be processed,
The parking section of the next train is determined through the acceleration of the previous train, the acceleration of the next train and the distance between the next train and the parking spot, so that the parking section is dynamically determined according to the current conditions of the previous train and the next train, and the accurate determination of the parking section is ensured.
103, Determining a target speed corresponding to the parking section.
In particular, the method comprises the steps of,
If the parking section is a deceleration parking section, the corresponding target speed is determined according to the maximum speed of the train and a preset protection speed threshold.
For example, the number of the cells to be processed,
V ebt is the maximum speed of the train, and v 0 is a preset protection speed threshold.
Optionally, v 0 =5 km/h, and accuracy of the target speed corresponding to the reduced speed parking section is improved through accurate setting of the protection speed threshold.
If the parking section is an accurate parking section, the corresponding target speed is determined according to the speed, the distance between the target speed and the parking spot and the period of sending data to the bottom layer controller.
For example, the number of the cells to be processed,
Wherein,T s is the period of sending data to the underlying controller.
By determining the corresponding target speeds for different parking zones, flexible control of different parking zones of the train is achieved.
104, Sending the parking section and the corresponding target speed to the bottom layer controller so that the bottom layer controller performs parking control on the next train based on the parking section and the corresponding target speed.
The method for controlling the stop of the marshalling train can control the next train to determine the protection speed in real time according to the train when the marshalling train stops, and is used for performing active protection treatment to avoid overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and the speed is fully utilized to track during the braking of the speed-reducing parking section so as to reduce the parking time interval of two vehicles; in the accurate parking section parking, accurate parking control is adopted, so that the latter train can accurately park at the platform.
According to the marshalling train parking control method provided by the embodiment, the upper layer controller determines the parking section of the next train, namely the corresponding target speed, according to the attribute information of the front train and the rear train, and then performs parking control on the next train according to the parking section and the corresponding target speed, so that the front train can be tracked by fully utilizing high speed on the premise of not overspeed, the two-train parking time interval is effectively reduced, and the next train is ensured to be parked accurately.
Referring to fig. 2, the present embodiment provides a method for controlling a train stopping of a consist, which is applied to an underlying controller, wherein the underlying controller is also a component in a train, and the component is used for converting a stopping zone and a target speed determined by an upper controller into a level symbol, so as to actually control the train through the level symbol, so that the train where the train is located runs at a desired speed and maintains a desired distance from a preceding train.
Because the upper controller outputs a decision, namely the stopping zone and the target speed, the decision cannot actually control the train, and the decision needs to be converted into a control instruction (namely a level symbol) of the train to control the train. The underlying controller is a component that converts decisions into level symbols.
The method comprises the following implementation flow:
201, a parking zone and a corresponding target speed are obtained.
The parking section is obtained by acquiring attribute information of a front train and a rear train, determining a parking section of a rear train according to the attribute information, and determining a target speed corresponding to the parking section, wherein the parking section is a speed-down parking section or a precise parking section.
202, Determining a level symbol according to the parking section and the corresponding target speed.
Specifically, if the parking section is a deceleration parking section, the fuzzy PID controller is controlled to determine a level symbol according to the parking section and the corresponding target speed.
If the park zone is a reduced speed park zone, then a control LQR (Linear Quadratic Regulator ) controller determines a level symbol from the park zone and the corresponding target speed.
And determining the level symbol according to the parking section and the corresponding target speed by adopting different controllers for different sections, so that the different sections are executed by adopting the different controllers, and the execution effect of each section is ensured.
And 203, transmitting the level symbol to the impact rate limiting/energy saving module so that the impact rate limiting/energy saving module performs parking control on the next train according to the level symbol.
The method for controlling the stop of the marshalling train can control the next train to determine the protection speed in real time according to the train when the marshalling train stops, and is used for performing active protection treatment to avoid overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and the speed is fully utilized to track during the braking of the speed-reducing parking section so as to reduce the parking time interval of two vehicles; in the accurate parking section parking, accurate parking control is adopted, so that the latter train can accurately park at the platform.
According to the marshalling train parking control method, the bottom layer controller determines the level sign according to the parking section and the corresponding target speed, and then performs parking control on the next train according to the level sign, so that the front train can be tracked by fully utilizing high speed on the premise of not overspeed, the parking time interval of two trains is effectively reduced, and the parking accuracy of the next train is ensured.
Referring to fig. 3, the present embodiment provides a method for controlling a stop of a marshalling train, which is applied to an impact rate limiting/energy saving module, and the method comprises the following implementation procedures:
The level symbol is acquired 301.
The level symbol is determined by the bottom layer controller according to the parking section and the corresponding target speed, the parking section and the corresponding target speed are obtained by the upper layer controller by acquiring attribute information of a front train and a rear train, determining the parking section of the rear train according to the attribute information, and determining the target speed corresponding to the parking section, wherein the parking section is a speed-reducing parking section or an accurate parking section.
302, Determining the vehicle control state at the last moment.
Wherein, the state of controlling the vehicle is traction, idle running or braking.
And 303, determining the control state of the target according to the level symbol.
304, Determining the vehicle control state at the moment according to the vehicle control state at the last moment and the vehicle control state of the target.
In particular, the method comprises the steps of,
If the vehicle control state at the previous moment is traction, determining that the vehicle control state at the moment is traction when the vehicle control state of the target is traction. And when the target vehicle control state is idle or braking, determining the vehicle control state at the moment as idle.
If the vehicle control state at the previous moment is idle, determining that the vehicle control state at the moment is idle when the target vehicle control state is idle. When the control state of the target is traction, determining the traction of the control state at the moment. And when the control state of the target is braking, determining the control state of the moment to brake.
If the vehicle control state at the previous moment is braking, determining that the vehicle control state at the moment is braking when the target vehicle control state is braking. And when the target vehicle control state is idle or traction, determining the vehicle control state at the moment as idle.
The vehicle control state at the moment is flexibly determined according to the vehicle control state at the last moment, so that the accurate determination of the vehicle control state is ensured, and the accurate control of the rear vehicle is ensured.
305, Stopping control is performed on the train according to the control state at the present time.
Specifically, the actual output control level value at the previous time is obtained. And determining the output control level value at the moment according to the preset impact rate threshold and the actual output control level value at the last moment. After the output control level value at the moment and the level symbol corresponding to the train control state at the moment are processed by the energy-saving module, the energy-saving module transmits the output control level value at the moment and the level symbol corresponding to the train control state at the moment to the train, so that the train is stopped. The accurate control of the rear vehicle is ensured, and the energy consumption of the control is reduced.
The method for controlling the stop of the marshalling train can control the next train to determine the protection speed in real time according to the train when the marshalling train stops, and is used for performing active protection treatment to avoid overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and the speed is fully utilized to track during the braking of the speed-reducing parking section so as to reduce the parking time interval of two vehicles; in the accurate parking section parking, accurate parking control is adopted, so that the latter train can accurately park at the platform.
According to the marshalling train parking control method, the impact limiting rate/energy saving module determines the train control state at the moment according to the parking section and the level symbol determined by the corresponding target speed, and then carries out parking control on the train according to the control state at the moment, so that the front train can be tracked by fully utilizing high speed on the premise of not overspeed, the parking time interval of two trains is effectively reduced, and the parking accuracy of the rear train is ensured.
When the method for controlling the stop of the marshalling train is realized, the method is realized by a marshalling train stop control system shown in fig. 4. The marshalling train parking control system comprises: upper layer controller, bottom layer controller, limit impact rate/energy-saving module.
The upper controller determines the parking section and the target speed according to the attribute information of the front and rear trains, but the parking section and the target speed are only one decision, the decision is not a control command, the decision cannot be performed after the trains obtain the parking section and the target speed so as to control the trains, and therefore, the lower controller converts the parking section and the target speed into a level symbol, and the level symbol is changed into a control level value after being executed by the limited impact rate/energy saving module, and the value can control the trains.
Wherein, the upper controller executes the marshalling train stopping control method shown in fig. 1. The floor controller performs the marshalling train stop control method shown in fig. 2. The limited impact rate/energy saving module performs the consist train stop control method shown in fig. 3.
The marshalling train parking control system shown in fig. 4 can perform staged parking control, so that when a rear vehicle enters a parking control stage, the rear vehicle can fully utilize high speed to track the front vehicle on the premise of not overspeed, the parking time interval of the two vehicles is effectively reduced, and the parking accuracy of the rear vehicle is ensured.
The process of the train stop control system shown in fig. 4 will be described in detail with reference to fig. 5.
501, The train transmits attribute information to the upper layer controller.
In the train parking control system shown in fig. 4, there are a plurality of trains, each of which transmits respective attribute information to the upper layer controller in real time or periodically.
Wherein the attribute information includes a train ID, a current speed, a current acceleration a (0), a distance dtg (1) from a stop point, and the like.
For example, each train transmits attribute information to an upper layer controller through on-board hardware.
And 502, the upper layer controller acquires attribute information of a front train and a rear train.
The upper layer controller can determine the attribute information uploaded by the current inbound train and the attribute information of the upcoming train, namely the front train and the rear train, according to the train grouping condition and the train ID.
The next train (i.e. the train to be inbound) is stopped and controlled according to the attribute information of the previous train (the current train to be inbound).
In addition, in order to improve the speed and accuracy of the upper layer controller for processing the attribute information, the upper layer controller can also preprocess the attribute information after acquiring the attribute information of the front train and the rear train. For example, the attribute information is filtered to obtain smoothed attribute information (such as smoothed velocity, smoothed acceleration, smoothed distance, etc.), and the outlier is further filtered in amplitude.
503, The upper layer controller determines the parking section of the subsequent train according to the attribute information.
If the upper controller pre-processes the attribute information in step 503, the step determines the parking section of the next train according to the pre-processed attribute information.
The parking section is a deceleration parking section or a precise parking section.
If the acceleration is less than the preset deceleration threshold (i.e., a (0)<ap), determining that the parking zone of the next train is the deceleration parking zone.
Wherein a p is a preset deceleration threshold. a (0) is the acceleration of the preceding train.
If the acceleration is not less than the preset deceleration threshold (i.e., a (0)≥ap), but the speed is not less than the maximum braking speed (i.e., v (1)≥vmax), determining that the parking zone of the next train is the accurate parking zone.
The maximum braking speed is determined according to the distance between the vehicle and the parking point and the preset maximum braking rate in the parking stage.
For example, the number of the cells to be processed,A max is the preset maximum braking rate in the parking phase. v (1) is the speed of the latter train. dtg (1) is the distance between the next train and the stop.
The cruise and park deceleration parking zone division is shown in fig. 6.
For the deceleration parking zone, it is derived from the front vehicle acceleration a (0).
1. The first stage is to judge the acceleration of the front vehicle instead of the acceleration of the rear vehicle. Because the speed of the rear vehicle drops faster when the vehicle is parked in a deceleration way, the protection speed drops rapidly, and overspeed is easily caused if the front vehicle does not enter the deceleration stage in advance.
2. And a (0)<ap, determining a speed-reducing parking section, namely judging that a next train in the group enters the parking speed-reducing parking section. This is because the acceleration filtering has a certain fluctuation, and a (0) <0 cannot be considered to enter the deceleration parking phase.
For the accurate parking section, the current distance to the parking spot distance dtg (1) is obtained according to the maximum brake rate a max required during the parking phase.
And under the current distance, carrying out limit calculation by using the maximum braking rate, wherein the maximum speed of the vehicle is as follows:
If v (1)≥vmax is the moment, the accurate parking section is jumped in at the moment, and accurate parking control is carried out.
The principle is as shown in fig. 7, when the vehicle speed v (1)＝vmax is the same as the one-time parking brake planning, the train can precisely stop at the target parking point with the maximum brake rate. If v (1)>vmax is set, the vehicle is required to park by braking exceeding the maximum braking rate, otherwise, the parking spot is exceeded. If v (1)<vmax, the vehicle can be braked at a lower than maximum brake rate, but longer brake times may be required, which is disadvantageous for shortening the stand-off time interval.
The upper controller determines 504 a target speed for the parking zone.
The target speed for each parking zone is different, and this step determines the target speed for the parking zone determined in step 503.
If the parking section is a deceleration parking section, the corresponding target speed is determined according to the maximum speed of the train and a preset protection speed threshold, for example:
V ebt is the maximum speed of the train, and v 0 is a preset protection speed threshold.
V 0 is an empirical value that can be modified according to different line requirements, for example, v 0 = 5km/h.
If the parking section is an accurate parking section, the corresponding target speed is determined according to the speed, the distance between the target speed and the parking spot and the period of sending data to the bottom layer controller.
For example, the number of the cells to be processed,Wherein/>T s is the period of sending data to the underlying controller.
For example, T s =0.2 seconds, that is, the upper layer controller transmits data to the lower layer controller every 0.2 seconds, where the data may be transmitted for the parking zone and the corresponding target speed, and may also be other data, and the embodiment does not limit the specific data to be transmitted.
For the speed-down parking section, the main aim is to reduce the distance difference between two vehicles caused by the front surface as far as possible under the premise of ensuring no exceeding protection speed. Therefore, the speed planning thought at this stage is to track the front vehicle as high as possible under the condition of not overspeed. Therefore, the target speed at this stage is:
for the accurate parking section, the main aim is to enable the rear vehicle to be parked at a required position stably and accurately. The target speed at this time is:
505, the upper level controller sends the parking zone and the corresponding target speed to the lower level controller.
The upper controller transmits different control parameters (such as parking sections and corresponding target speeds) to the lower controller according to different parking sections. When the vehicle is transmitted, the upper layer controller can transmit different zone bits to the lower layer controller according to the parking zone, so that the lower layer controller selects different vehicle control methods according to different parking zones, namely, the speed reduction parking zone adopts a fuzzy PID controller, and the second parking zone adopts an LQR controller.
In addition, other information such as weight matrix and constraint parameters are also transmitted.
The underlying controller obtains 506 the parking zone and the corresponding target speed.
Wherein the parking zone and corresponding target speed are determined by the upper controller in steps 503 and 504. The parking section is a deceleration parking section or a precise parking section.
In particular implementations, the underlying controller may include a fuzzy PID controller and a control LQR controller.
The upper controller may transmit different control parameters to the lower controller according to different parking zones in step 505. The different sections are executed by different controllers, so that the upper controller can directly transmit the information to the corresponding specific controller in the bottom controller in step 505, for example, if the information is a deceleration parking section, the upper controller directly transmits the parking section and the corresponding target speed to the fuzzy PID controller in step 505, and if the information is an accurate parking section, the upper controller directly transmits the parking section and the corresponding target speed to the LQR controller in step 505.
Then in this step, the reduced parking zone and corresponding target speed are also received directly by the particular controller, e.g., by a fuzzy PID controller, and the precise parking zone and corresponding target speed are received by an LQR controller.
In the first stage, when the vehicle is controlled by the fuzzy PID controller, the fuzzy PID parameters are transmitted to the lower PID controller and subjected to fuzzy processing; in the second stage, the control of the vehicle is carried out by using the LQR controller, and the control is transmitted to the lower LQR controller, and the weight matrix and the constraint condition parameters.
507, The floor controller determines a level symbol based on the parking zone and the corresponding target speed.
Different controllers are used for determining the level symbol for different determinations.
If the underlying controller may include a fuzzy PID controller and a control LQR controller. This step will determine the level symbol from the parking zone and the corresponding target speed by the different controller.
For example, the number of the cells to be processed,
And if the parking section is a speed-reducing parking section, controlling the fuzzy PID controller to determine a level sign according to the parking section and the corresponding target speed.
And if the parking section is a deceleration parking section, controlling the LQR controller to determine a level symbol according to the parking section and the corresponding target speed.
In addition, the fuzzy PID controller or the control LQR controller calculates a target control acceleration or the like.
508, The underlying controller sends the level symbol to the limited impact rate/energy saving module.
If other parameters (e.g., target control acceleration) are also calculated in step 507, this step also sends the other parameters to the limited impact rate/energy saving module.
In addition, the specific implementation of the impact limiting rate/energy saving module can be realized by 2 modules, one is the impact limiting rate module, the other is the energy saving module, and the step can be transmitted to the impact limiting rate module, namely the bottom layer controller transmits the level symbol to the impact limiting rate module.
509, The limited impact rate/energy saving module obtains a level symbol.
Wherein the level symbol is determined by the floor controller in step 507, and the parking section is a reduced speed parking section or a precise parking section.
In addition, the specific implementation of the impact limiting rate/energy saving module can be realized by 2 modules, one is the impact limiting rate module, the other is the energy saving module, and the step can be realized by the impact limiting rate module, namely the impact limiting rate module acquires the level symbol.
510, The limited impact rate/energy conservation module determines the last time the vehicle was in control.
Wherein, the state of controlling the vehicle is traction, idle running or braking.
If the impact limiting rate/energy saving module is composed of the impact limiting rate module and the energy saving module, the step can be realized by the impact limiting rate module, namely the impact limiting rate module determines the vehicle control state at the last moment.
511, The limited impact rate/energy saving module determines the vehicle control state of the target according to the level symbol.
If the impact limiting rate/energy saving module is composed of the impact limiting rate module and the energy saving module, the step can be realized by the impact limiting rate module, namely the impact limiting rate module determines the vehicle control state of the target according to the level sign.
512, The impact limiting rate/energy saving module determines the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state.
If the vehicle control state at the previous moment is traction, determining that the vehicle control state at the moment is traction when the vehicle control state of the target is traction. And when the target vehicle control state is idle or braking, determining the vehicle control state at the moment as idle.
If the vehicle control state at the previous moment is idle, determining that the vehicle control state at the moment is idle when the target vehicle control state is idle. When the control state of the target is traction, determining the traction of the control state at the moment. And when the control state of the target is braking, determining the control state of the moment to brake.
If the vehicle control state at the previous moment is braking, determining that the vehicle control state at the moment is braking when the target vehicle control state is braking. And when the target vehicle control state is idle or traction, determining the vehicle control state at the moment as idle.
If the impact limiting rate/energy saving module is composed of the impact limiting rate module and the energy saving module, the step can be realized by the impact limiting rate module, namely, the impact limiting rate module determines the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state.
After the step 509 of obtaining the level symbol, the limited impact rate module determines the last time control state (traction/idle/braking) in step 501, and then executes step 511 to determine the control state according to the target acceleration calculated at the time, so as to obtain the target control state. The traction state is switched to the braking state, the traction state is switched to the idle state, the braking state is switched to the idle state, and the idle state can be switched freely. Thus, in step 512, the limited-impact module determines the vehicle control status at the present time. The state switching diagram is shown in fig. 8. After the state of the vehicle control at the moment is determined, an actual control level symbol can be output to carry out traction/idle running/braking vehicle control.
And 513, the impact limiting rate/energy saving module performs parking control on the train according to the control state at the moment.
The impact limiting rate/energy saving module obtains the actual output control level value at the last moment.
The impact rate limiting/energy saving module determines the output control level value at the moment according to a preset impact rate threshold and the actual output control level value at the last moment.
The energy-saving module transmits the output control level value at the moment and the level symbol corresponding to the control state at the moment to the train after the energy-saving module processes the output control level value at the moment and the level symbol corresponding to the control state at the moment, and then the energy-saving module carries out parking control on the train.
If the impact limiting rate/energy saving module is composed of the impact limiting rate module and the energy saving module, the implementation of the steps is as follows: the impact limiting rate module acquires the actual output control level value at the last moment. The impact limiting rate module determines the output control level value at the moment according to a preset impact rate threshold and the actual output control level value at the last moment. The energy-saving module processes the output control level value at the moment and the level symbol corresponding to the control state at the moment, and the energy-saving module issues the output control level value at the moment and the level symbol corresponding to the control state at the moment to the train so as to further carry out parking control on the train.
If so, the impact limiting rate module determines the output control level value at the moment according to the preset impact rate threshold and the actual output control level value at the last moment, and carries out amplitude limiting treatment on the output level value at the moment to ensure that the impact rate meets the requirement. And then the vehicle is further efficiently controlled by the energy-saving module, and finally, the energy-saving module finally issues the level value and the level symbol required by the actual vehicle control to carry out parking treatment.
The marshalling train parking control system provided by the embodiment can control the next train to determine the protection speed in real time according to the train when the marshalling train is parked, and is used for performing active protection treatment for avoiding overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and the speed is fully utilized to track during the braking of the speed-reducing parking section so as to reduce the parking time interval of two vehicles; in the accurate parking section parking, accurate parking control is adopted, so that the latter train can accurately park at the platform.
According to the marshalling train parking control system, the upper controller, the bottom controller, the impact limiting rate/energy saving module and the train are used for achieving parking control of the next train according to the parking section and the corresponding target speed, the front train can be tracked by fully utilizing high speed on the premise of not overspeed, the parking time interval of the two trains is effectively reduced, and the parking accuracy of the next train is guaranteed.
To solve this problem, a staged parking control scheme is proposed. When the rear vehicle enters the parking control stage, the front vehicle can be tracked by fully utilizing high speed on the premise of not overspeed, so that the parking time interval of the two vehicles is effectively reduced, and the parking accuracy of the rear vehicle is ensured.
While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (10)
1. The method for controlling the stopping of the marshalling train is characterized in that an execution main body of the method is an upper layer controller, and the method comprises the following steps:
Acquiring attribute information of a front train and a rear train;
Determining a parking section of the latter train according to the attribute information;
Determining a target speed corresponding to the parking section;
The parking section and the corresponding target speed are sent to a bottom layer controller, so that the bottom layer controller performs parking control on a later train based on the parking section and the corresponding target speed, and the method specifically comprises the steps that the bottom layer controller determines a level sign, namely a control instruction of the train, according to the parking section and the corresponding target speed; the level symbol is sent to a limited impact rate/energy saving module, so that the limited impact rate/energy saving module determines a vehicle control state at the last moment, determines a target vehicle control state according to the level symbol, determines the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state, and performs parking control on a train according to the control state at the moment; the state of controlling the vehicle is traction, idle running or braking.
2. The method of claim 1, wherein the attribute information of the previous train is acceleration; the attribute information of the latter train is the speed and the distance between the latter train and the parking spot;
The determining the parking section of the latter train according to the attribute information comprises the following steps:
If the acceleration is smaller than a preset deceleration threshold value, determining that the parking section of the next train is a deceleration parking section;
if the acceleration is not less than a preset deceleration threshold value, but the speed is not less than the maximum braking speed, determining that the parking section of the next train is a precise parking section; the maximum braking speed is determined according to the distance between the vehicle and the parking point and the preset maximum braking rate in the parking stage.
3. The method of claim 2, wherein determining the target speed for the parking section comprises:
If the parking section is a deceleration parking section, determining a corresponding target speed according to the maximum speed of the train and a preset protection speed threshold value;
If the parking section is an accurate parking section, the corresponding target speed is determined according to the speed, the distance between the target speed and the parking spot and the period of sending data to the bottom layer controller.
4. A method according to claim 3, wherein the protection speed threshold is。
5. A method for controlling a train stopping of a marshalling train, the method comprising the steps of:
Acquiring a parking section and a corresponding target speed, wherein the parking section and the corresponding target speed are obtained by an upper controller through acquiring attribute information of a front train and a rear train, determining a parking section of a subsequent train according to the attribute information, and determining the corresponding target speed of the parking section;
Determining a level symbol, namely a control instruction of the train, according to the parking section and the corresponding target speed;
The level symbol is sent to a limited impact rate/energy saving module, so that the limited impact rate/energy saving module carries out parking control on a next train according to the level symbol, and the method specifically comprises the following steps: the impact rate limiting/energy saving module determines the car control state of the last moment, determines the car control state of the target according to the level symbol, determines the car control state of the moment according to the car control state of the last moment and the car control state of the target, and performs parking control on the train according to the control state of the moment; the state of controlling the vehicle is traction, idle running or braking.
6. The method of claim 5, wherein the parking zone is a reduced speed parking zone, or a precision parking zone;
The step sign is determined according to the parking section and the corresponding target speed, and the step sign comprises the following steps:
if the parking section is a speed-reducing parking section, a fuzzy PID controller is controlled to determine a level symbol according to the parking section and the corresponding target speed;
And if the parking section is the accurate parking section, controlling the linear quadratic regulator controller to determine a level sign according to the parking section and the corresponding target speed.
7. A method for controlling a stop of a marshalling train, the method comprising the steps of:
Acquiring a level symbol, namely a control instruction of a train, wherein the level symbol is determined by a bottom layer controller according to a parking section and a corresponding target speed, and the parking section and the corresponding target speed are obtained by an upper layer controller by acquiring attribute information of a front train and a rear train, determining a parking section of a subsequent train according to the attribute information, and determining the target speed corresponding to the parking section;
determining a vehicle control state at the last moment, wherein the vehicle control state is traction, coasting or braking;
Determining the vehicle control state of the target according to the level symbol;
determining the vehicle control state at the moment according to the vehicle control state at the last moment and the vehicle control state of the target;
And stopping the train according to the control state at the moment.
8. The method of claim 7, wherein determining the current control state based on the last control state and the target control state comprises:
if the vehicle control state at the previous moment is traction, determining that the vehicle control state at the moment is traction when the vehicle control state of the target is traction; when the target vehicle control state is idle or braking, determining the vehicle control state at the moment as idle;
If the vehicle control state at the previous moment is idle, determining that the vehicle control state at the moment is idle when the target vehicle control state is idle; when the vehicle control state of the target is traction, determining the traction of the vehicle control state at the moment; when the control state of the target is braking, determining the control state braking at the moment;
if the vehicle control state at the previous moment is braking, determining that the vehicle control state at the moment is braking when the vehicle control state of the target is braking; and when the target vehicle control state is idle or traction, determining the vehicle control state at the moment as idle.
9. The method of claim 8, wherein the controlling the stopping of the train according to the control state of the moment comprises:
acquiring an actual output control level value at the last moment;
Determining the output control level value at the moment according to a preset impact rate threshold and the actual output control level value at the last moment;
After the output control level value at the moment and the level symbol corresponding to the train control state at the moment are processed by the energy-saving module, the energy-saving module transmits the output control level value at the moment and the level symbol corresponding to the train control state at the moment to the train, so that the train is stopped.
10. A consist train stop control system, comprising: an upper controller, a lower controller, and an impact rate limiting/energy saving module;
the upper layer controller for performing the method of any of claims 1-4;
the underlying controller for performing the method of claim 5 or 6;
A limited impact rate/energy saving module for performing the method of any of claims 7-9.
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