CN114132368B - Vehicle control method, device and equipment and readable storage medium - Google Patents
Vehicle control method, device and equipment and readable storage medium Download PDFInfo
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- CN114132368B CN114132368B CN202111397825.8A CN202111397825A CN114132368B CN 114132368 B CN114132368 B CN 114132368B CN 202111397825 A CN202111397825 A CN 202111397825A CN 114132368 B CN114132368 B CN 114132368B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
Abstract
The application discloses a vehicle control method, a vehicle control device, vehicle control equipment and a readable storage medium. The vehicle control method includes: determining at least one first vehicle comprising a first network that satisfies a braking condition; the method comprises the steps that at least one second vehicle matched with at least one first vehicle in a first network is obtained, wherein the first network is an electric power network of an area where the first vehicle is located, and the second vehicle is a vehicle meeting starting conditions in the first network; determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle; and respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy. According to the embodiment of the application, the real-time planning of the vehicle operation scheme is realized, so that the vehicle operation is controlled, and the braking energy generated by the vehicle is effectively recovered and utilized.
Description
Technical Field
The present application relates to vehicle control technologies, and in particular, to a vehicle control method, apparatus, device and readable storage medium
Background
With the rapid development of rail transit, rail transit brings convenience to users of people. However, the energy consumption of rail transit is very large, for example, in the case of vehicle braking, part of the electric energy can be generated and fed back to the power grid, but most of the energy generated by braking is wasted in the form of heat energy through the rheostat. Therefore, there is an increasing concern about how to efficiently recover and reuse energy.
At present, for example, by adjusting the stop time of a train station, cooperative control of a plurality of vehicles is realized, so that the braking energy is utilized most efficiently, but in the process of cooperative control of a plurality of vehicles, voltage rise is easy to occur, the service life of a power grid is influenced, and the sustainable development of rail transit is not facilitated.
Therefore, a reliable solution for planning and controlling rail transit is needed to realize effective utilization of braking energy.
Disclosure of Invention
The embodiment of the application provides a vehicle control method, a vehicle control device, vehicle control equipment and a readable storage medium, which can realize real-time planning of a vehicle operation scheme, so that the vehicle operation is controlled, and the braking energy generated by the vehicle is effectively recycled and utilized.
In a first aspect, an embodiment of the present application provides a vehicle control method, including:
determining at least one first vehicle comprising the first network that satisfies a braking condition;
the method comprises the steps that at least one second vehicle matched with at least one first vehicle in a first network is obtained, wherein the first network is an electric power network of an area where the first vehicle is located, and the second vehicle is a vehicle meeting starting conditions in the first network;
determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle;
and respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy.
In some implementations of the first aspect, determining at least one first vehicle comprised by the first network that satisfies the braking condition comprises:
the method comprises the steps of acquiring running information of a first vehicle in a first network in real time, wherein the running information comprises: the method comprises the following steps that a first vehicle presets a parking brake rate, the distance between the first vehicle and a preset parking point and a first speed of the first vehicle;
determining a second speed of the first vehicle, which can reach the preset parking point, according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point;
determining that the first vehicle satisfies a braking condition if a difference between the first speed and the second speed is less than a preset speed threshold.
In some implementations of the first aspect, obtaining at least one second vehicle in the first network that matches the at least one first vehicle comprises:
the method comprises the steps of obtaining at least one third vehicle which stops at a platform in a first network in real time and platform parking information of each third vehicle, wherein the platform parking information comprises the following steps: the parking duration of the third vehicle and the preset parking duration of the third vehicle;
and under the condition that the difference value between the parking time length of the third vehicle and the preset parking time length of the third vehicle is smaller than or equal to the preset time threshold, determining that the third vehicle is the second vehicle.
In some realizations of the first aspect, determining a target vehicle control strategy corresponding to meeting the target braking energy absorption power according to the coasting time range, the parking braking rate range and the starting time range of each first vehicle comprises:
inputting the coasting time range and the parking braking rate range of each first vehicle and the target starting time range of each second vehicle matched with the first vehicles into a preset optimization model to obtain a target vehicle control strategy corresponding to the target braking energy absorption power;
the preset optimization model comprises an objective optimization function, and the objective optimization function is as follows:
wherein N is the number of the second vehicles, alpha is the brake energy consumption conversion rate, ts is the brake starting time, te is the brake ending time, and Pi (t) is the absorbed brake energy power function of the ith second vehicle.
In some realizations of the first aspect, in a case that there are multiple first vehicles within a first preset time period, determining a target vehicle control strategy corresponding to meeting the target braking energy absorption power according to the coasting time range, the parking braking rate range of each first vehicle, and the starting time range of each second vehicle, includes:
determining M matching schemes of a first vehicle and a second vehicle according to a preset matching condition, wherein M is an integer larger than 1;
corresponding to each matching scheme, determining a first control strategy of each matching scheme and a first braking energy absorption power corresponding to each first control strategy according to the coasting time range and the parking braking rate range of each first vehicle and the target starting time range of each second vehicle;
and determining the highest first braking energy absorption power as the target braking energy absorption power, and determining the first control strategy corresponding to the highest first braking energy absorption power as the target vehicle control strategy.
In some realizations of the first aspect, the preset matching condition includes a first matching condition and a second matching condition;
the first matching condition is: the number of the first vehicles in each matching scheme is smaller than or equal to the number of the second vehicles, and the number of the first vehicles is larger than or equal to half of the number of the second vehicles;
the second matching condition is: and under the condition that the number of the first vehicles is larger than that of the second vehicles, determining the number of the second vehicles in the matching scheme from small to large according to the distance between the first vehicles and the second vehicles so that the matching scheme meets the first matching condition.
In some implementations of the first aspect, the target vehicle control strategy includes adjusting a target launch time of the second vehicle, and controlling the first vehicle braking and the second vehicle launching according to the target vehicle control strategy includes:
controlling the first vehicle to brake and the second vehicle to start according to a target vehicle control strategy under the condition that the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is smaller than a preset time threshold; alternatively, the first and second electrodes may be,
under the condition that the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is greater than or equal to a preset time threshold value, sending a target vehicle control strategy to the vehicle control management platform for the vehicle control management platform to generate a target instruction;
and under the condition of receiving the target instruction, respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy.
In a second aspect, an embodiment of the present application provides a vehicle control apparatus, including:
a processing module for determining at least one first vehicle comprising a first network that satisfies a braking condition;
the data acquisition module is used for acquiring at least one second vehicle matched with at least one first vehicle in a first network, wherein the first network is an electric power network of an area where the first vehicle is located, and the second vehicle is a vehicle meeting starting conditions in the first network;
the processing module is further used for determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle;
and the control module is used for respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy.
In a third aspect, the present application provides a vehicle control apparatus comprising: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the vehicle control method described in the first aspect or any of the realizable manners of the first aspect.
In a fourth aspect, the present application provides a computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, implement the vehicle control method of the first aspect or any of the realizable manners of the first aspect.
According to the vehicle control method, the vehicle control device, the vehicle control equipment and the readable storage medium, a first vehicle meeting a braking condition can be determined in the same power network area, and then a second vehicle meeting a starting condition can be matched for the first vehicle in the same power network area. And finally, controlling the braking of the first vehicle and the operation of the second vehicle respectively according to the target vehicle control strategy, thereby ensuring that the braking energy is effectively absorbed and utilized.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be briefly described below, and for those skilled in the art, other drawings may be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic flow chart diagram illustrating a vehicle control method provided by an embodiment of the present application;
FIG. 2 is a graphical illustration of brake energy absorption power provided by an embodiment of the present application;
FIG. 3 is a schematic illustration of a vehicle operating condition provided by an embodiment of the present application;
FIG. 4 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;
fig. 5 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application.
Detailed Description
Features of various aspects and exemplary embodiments of the present application will be described in detail below, and in order to make objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are intended to be illustrative only and are not intended to be limiting. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the present application by illustrating examples thereof.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
With the rapid development of rail transit, rail transit brings convenience to users of people. However, the energy consumption of rail transit is very large, for example, in the case of vehicle braking, part of the electric energy can be generated and fed back to the power grid, but most of the energy generated by braking is wasted in the form of heat energy through the rheostat. Therefore, there is an increasing concern about how to efficiently recover and reuse energy.
At present, for example, by adjusting the stop time of a train station, cooperative control of a plurality of vehicles is realized, so that the braking energy is utilized most efficiently, but in the process of cooperative control of a plurality of vehicles, voltage rise is easy to occur, the service life of a power grid is influenced, and the sustainable development of rail transit is not facilitated. For another example, energy recovery and reuse are realized by optimizing a train schedule, and in the existing technical scheme, the energy-saving effect of practical application in practical application is not ideal. Therefore, a reliable solution for planning and controlling rail transportation is needed to effectively utilize braking energy.
In view of the problems noted in the background, embodiments of the present application provide a vehicle control method, apparatus, device, and readable storage medium, wherein a first vehicle that satisfies a braking condition may be determined for a region of the same power network, and then a second vehicle that satisfies a starting condition may be matched for the first vehicle in the power network of the same region. And finally, controlling the braking of the first vehicle and the operation of the second vehicle respectively according to the target vehicle control strategy, thereby ensuring that the braking energy is effectively absorbed and utilized.
The following first describes a vehicle control method provided in an embodiment of the present application. Fig. 1 shows a schematic flowchart of a vehicle control method according to an embodiment of the present application. As shown in fig. 1, the method may include steps 110 to 140.
At step 110, at least one first vehicle comprising the first network satisfying a braking condition is determined.
The first network is an electric power network of an area where the first vehicle is located.
In the embodiment of the application, in order to know the running condition of each vehicle in real time, the vehicles of the power network in the same area can be in communication connection, and the running conditions of the vehicles can be shared.
For example, the communication mode between vehicles in the power network located in the same area may be a distribution management type or a hub management type, and is not particularly limited herein.
The distributed management type communication mode is used for maintaining a group of inter-vehicle communication lists for each vehicle, and the real-time performance of communication connection between the vehicles can be improved by using the distributed management type communication mode.
The central management type communication mode is that vehicles in the power network in the same area are all in communication connection with the central processing device, a group of vehicles in the central processing device are in a communication list with the vehicles, and each vehicle is in communication connection with the central processing device, so that the running conditions of other vehicles in the power network in the same area can be known, wherein the central processing device can be a preset vehicle in the power network in the same area, or a server configured on the ground, and the central processing device is not particularly limited herein. By using the central management type communication mode, the communication structure can be simplified, and the implementation cost can be reduced.
In some embodiments, a vehicle in an inbound parking state, i.e., the vehicle has entered a braking state, may generate electrical power through the braking system during braking of the vehicle. Under the condition that the time of the vehicle in the parking state and the time of the vehicle in the starting state coincide, the part of electric quantity is transmitted to the vehicle in the starting state, so that the vehicle in the starting state can be towed, namely, the vehicle in the starting state enters the towing state, and the energy generated by braking of the vehicle can be effectively utilized.
For vehicles in a power network in the same area, a target vehicle control strategy can be determined in real time in order to effectively combine the running states of different vehicles, so that the aims of efficient energy recovery and energy recycling are fulfilled. Thus, in the embodiments of the present application, by determining at least one first vehicle included in the first network that satisfies the braking condition, it is possible to subsequently match a second vehicle for the first vehicle, so that the energy generated by braking of the first vehicle can be efficiently delivered to the second vehicle.
In some embodiments, the first network is an electric power network of an area where the first vehicle is located, in the electric power network of the area, a plurality of stations may be included, and there may be vehicles of different traveling directions corresponding to each station, so that in the electric power network of the area, a plurality of vehicles may be included. Accordingly, one first vehicle satisfying the braking condition may be included in the same network area, and a plurality of first vehicles satisfying the braking condition may be included at the same time.
In order to identify whether the vehicle entering the platform is the first vehicle satisfying the braking condition in time, specifically, the first vehicle may be determined according to steps 111 to 113.
Step 111, obtaining the operation information of the first vehicle in the first network in real time, wherein the operation information comprises: the method comprises the steps that a first vehicle is preset with a parking brake rate, the distance between the first vehicle and a preset parking point and the first speed of the first vehicle.
In the embodiment of the present application, the first vehicle travels in a direction to enter the platform, and the predetermined parking point may include the platform at which the first vehicle needs to stop. For each platform where the first vehicle needs to stop, a parking brake rate can be preset according to actual needs.
Specifically, the first speed of the first vehicle is the current speed of the first vehicle, and the distance between the first vehicle and the preset stop point and the current speed of the first vehicle can be obtained in real time in the running process of the first vehicle.
Next, step 112 is performed.
And step 112, determining a second speed of the first vehicle, which can reach the preset parking point, according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point.
Specifically, the second speed is a desired speed of the first vehicle that can reach the preset stop point. Specifically, according to the distance between the first vehicle and the preset parking point acquired in real time and the preset parking brake rate of the first vehicle, the current expected speed, namely the second speed when the first vehicle stops at the preset parking point can be calculated.
After the second speed is calculated, step 113 may be performed next.
And 113, determining that the first vehicle meets the braking condition under the condition that the difference value of the first speed and the second speed is smaller than a preset speed threshold value.
In step 113, it can be determined whether the first vehicle satisfies the braking condition by comparing the magnitude relationship between the current speed and the desired speed of the first vehicle.
In the embodiment of the present application, in the case where the first vehicle satisfies the braking condition, it may be considered that the first vehicle is already in the end stage of the zone cruise and in a stage before the vehicle brakes. For convenience of description, in the embodiment of the present application, the operation phase in which the first vehicle satisfying the braking condition is located is described as the braking preparation phase.
For example, the preset speed threshold may be set to 5km/h, and in case the difference between the current speed and the desired speed of the first vehicle is less than 5km/h, the first vehicle may be considered to be in the brake preparation phase.
As a specific example, whether the first vehicle satisfies the braking condition may be determined according to equation (1).
Wherein a is a preset parking brake rate of the first vehicle, s is a distance between the first vehicle and a preset parking point, v 1 Is a first speed, v p Is a preset speed threshold.
In the embodiment of the application, because the running state of the first vehicle meeting the braking condition is before the first vehicle brakes, a sufficient adjustment interval can be reserved for adjusting the braking time and the braking rate of the first vehicle, thereby being beneficial to improving the recovery and utilization efficiency of the braking energy.
In the embodiment of the present application, step 120 may be performed after determining that the first network includes the first vehicle satisfying the braking condition.
And step 120, acquiring at least one second vehicle matched with the at least one first vehicle in the first network, wherein the second vehicle is a vehicle meeting the starting condition in the first network.
In an embodiment of the application, after determining that the first network includes a first vehicle satisfying a braking condition, a second vehicle may be matched for the first vehicle, i.e. the second vehicle is sought from the first network for generating braking energy using the first vehicle.
In some embodiments, the starting condition may include a length of time that the vehicle is parked at the platform, and may also include an operating state of the vehicle.
For example, after determining the first vehicle, a vehicle in a start-up state in the first network may be determined as the second vehicle for using braking energy generated by the first vehicle. In yet another example, it may also be determined whether the second vehicle is included in the first network according to a parking duration of the vehicle.
In some embodiments, in order not to affect the riding experience of the user, when matching the first vehicle with the second vehicle, the following steps may be specifically performed: acquiring in real time at least one third vehicle parked at a station in the first network and station parking information of each third vehicle, the station parking information including: the parking duration of the third vehicle and the preset parking duration of the third vehicle; and under the condition that the difference value between the parking time length of the third vehicle and the preset parking time length of the third vehicle is smaller than or equal to the preset time threshold, determining that the third vehicle is the second vehicle.
In the embodiment of the present application, in the case where the second vehicle satisfies the matching condition, the second vehicle is in a stage that is not yet started, and for convenience of description, the running stage in which the second vehicle satisfying the starting condition is located is described as a start preparation stage.
In some embodiments, there may be one third vehicle or a plurality of third vehicles parked at the platform within the range of the first network in the process of determining the second vehicle. For each third vehicle parked at the platform, the parking duration of the third vehicle is obtained, i.e., the duration for which the third vehicle has been parked at the platform is obtained, and the preset parking duration of each third vehicle is obtained.
Corresponding to each third vehicle, whether the third vehicle can be used as the second vehicle meeting the starting condition can be judged by comparing the parking duration of the third vehicle with the preset parking duration.
For example, the preset time threshold may be 5 seconds(s), and whether the third vehicle satisfies the starting condition may be determined according to equation (2).
t m -t s ≤t p (2)
Wherein, t m To preset the parking time, t s Minimum stop time, t, of train at platform p The parking duration of the third vehicle is a preset time threshold.
According to the embodiment of the application, since the second vehicle is in the starting preparation stage, that is, there is a time interval from the time when the second vehicle is actually started, in order to enable the second vehicle to fully utilize the braking energy generated by the first vehicle, the time interval between the starting preparation stage and the time when the second vehicle is actually started can be conveniently adjusted, so as to realize efficient utilization of the braking energy.
In the embodiment of the present application, after determining the first vehicle and determining the second vehicle matching the first vehicle, step 130 of determining the target vehicle control strategy may be performed.
And step 130, determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the target starting time range of each second vehicle.
Specifically, since the first vehicle is in a braking preparation phase and the second vehicle is in a starting preparation phase, the running parameters of both the first vehicle and the second vehicle are in a range that can be adjusted.
In some embodiments, a target braking energy absorption power may be set, and a target vehicle control strategy that is capable of meeting the target braking energy absorption power may be determined. For example, the target vehicle control strategy may include a target coasting time for the first vehicle, a target parking brake rate, and a target starting time for the second vehicle.
In some embodiments, in order not to affect the normal operation of the vehicle, the coasting time range and the parking brake rate range of the first vehicle may be set according to a preset train operation schedule. For example, the arrival time of the first vehicle is earlier than or equal to a time set in advance in the train operation schedule.
In order to improve the passenger trip experience, when the target starting time range of the second vehicle is determined, the target starting time range can be determined according to the minimum platform stop time and the maximum platform stop time. For example, the target start time of the second vehicle in the target vehicle control strategy should be such that the docking time of the second vehicle is within the range of the minimum docking time and the maximum docking time.
In the embodiment of the present application, the coasting time range, the parking brake ratio range, and the target starting time range of each first vehicle may be set reasonably according to the actual running condition of the specific vehicle, and the travel safety and the travel experience of the passenger, which are not limited specifically herein.
Fig. 2 is a schematic diagram of a brake energy absorption power curve provided in an embodiment of the present application. Where the shaded portion may represent the braking energy absorbed power, with continued reference to FIG. 2, T1-T2 may be used to indicate that the first vehicle is in an coasting state, T2-T3 may be used to indicate that the first vehicle is in a braking state, and T4-T5 may indicate that the second vehicle is in an accelerating state. During the time period T1-T3, the first vehicle may generate braking energy, and after the time period T4, the second vehicle may consume braking energy.
In some embodiments, an optimization function may be preset according to actual design requirements, and a target vehicle control strategy is calculated, so that the first vehicle and the second vehicle cooperate with each other to make the braking energy absorption power reach the target braking energy absorption power.
After the target vehicle control strategy is obtained, step 140 may next be performed.
And 140, respectively controlling the first vehicle and the second vehicle to operate according to a target vehicle control strategy.
Specifically, the target vehicle control strategy may include a target coasting time of the first vehicle, a target parking brake rate, and a target starting time of the second vehicle, whereby the first vehicle and the second vehicle may be controlled to operate, respectively, according to the target vehicle control strategy.
According to the embodiment of the application, in the same power network area, a target vehicle control strategy corresponding to the target braking energy absorption power can be determined according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle, so that the control strategies of the first vehicle and the second vehicle can be adjusted according to the real-time stop-entering condition of the vehicles, and finally, the first vehicle and the second vehicle are controlled to operate respectively according to the target vehicle control strategy, so that the braking energy is effectively absorbed and utilized.
In some embodiments, in order to make full use of the braking energy generated by the first vehicle, determining the target vehicle control strategy may specifically include the steps of: and 131, inputting the coasting time range and the parking brake rate range of each first vehicle and the target starting time range of each second vehicle matched with the first vehicles into a preset optimization model to obtain a target vehicle control strategy corresponding to the target brake energy absorption power.
Wherein the preset optimization model comprises an objective optimization function, which may be as shown in equation (3).
Wherein N is the number of the second vehicles, alpha is the brake energy consumption conversion rate, ts is the brake starting time, te is the brake ending time, and Pi (t) is the absorbed brake energy power function of the ith second vehicle.
In some embodiments, the preset optimization model may include a particle swarm algorithm, and a feasible solution meeting the requirement is quickly obtained through the particle swarm algorithm.
For example, in the process of solving the preset optimization model, the coasting time range, the parking brake rate range and the target starting time range of each second vehicle matched with the first vehicle are randomly initialized, the position of each particle participating in calculation can be obtained, and meanwhile, a target optimization function shown in formula (3) can be set, wherein the particle at each position can represent a vehicle control strategy. And then, iterative computation can be carried out in a preset optimization model to obtain a target vehicle control strategy meeting the target braking energy absorption power.
In some embodiments, in order to improve timeliness of the calculation result, a target iteration number of iterative calculation in the solving process may be preset, after the iteration number reaches the target iteration number, the highest braking energy absorption power in the current optimization calculation process is determined according to the position of each particle, the highest braking energy absorption power is determined as the target braking energy absorption power, and the vehicle control strategy corresponding to the highest braking energy absorption power is determined as the target vehicle control strategy.
In other embodiments, a target braking energy absorption power may also be preset, in the iterative calculation process through the preset optimization model, for the iterative result of each iterative calculation, the braking energy absorption power corresponding to each particle is determined according to the position of each particle, and when the iterative result includes a condition that the target braking energy absorption power is satisfied, the iterative calculation may be stopped, and the vehicle control strategy corresponding to the condition that the target braking energy absorption power is satisfied is directly set as the target vehicle control strategy, so that the waste of calculation resources is reduced, and the vehicle regulation and control efficiency is improved.
In some embodiments, in the case that there are a plurality of first vehicles within the first preset time period, in the embodiment of the present application, the target vehicle control strategy is determined, and the following steps may be further referred to: determining M matching schemes of a first vehicle and a second vehicle according to preset matching conditions, wherein M is an integer larger than 1; corresponding to each matching scheme, determining a first control strategy of each matching scheme and first braking energy absorption power corresponding to each first control strategy according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle; and determining the highest first braking energy absorption power as the target braking energy absorption power, and determining the first control strategy corresponding to the highest first braking energy absorption power as the target vehicle control strategy.
For example, one power network area may cover a plurality of stations, and thus, during the first preset time period, there may be a plurality of first vehicles satisfying the braking condition and a plurality of second vehicles satisfying the starting condition. The preset matching condition may be, for example, one-to-one matching between the brake vehicle and the tractor, or one-to-many matching between the brake vehicle and the tractor.
FIG. 3 is a schematic view of a vehicle operating condition according to an embodiment of the present application. Wherein, station A and station B are located in the electric power network area. Curves 301, 302, 303 and 304 represent the speed curves for car a, car B, car C and car D, respectively. Wherein, the vehicles A and D are the vehicles which are about to enter the station, and the vehicles B and C are the vehicles which are about to exit the station.
As a specific example, if the vehicle a is detected as a first vehicle satisfying the braking condition, a second vehicle satisfying the starting condition may be matched for the vehicle a, and for example, if the vehicles B and C both satisfy the starting condition, the vehicles B and C may be matched with the vehicle a. That is, the train a may tow only one of the trains B and C, and the train a may tow both the trains B and C. Accordingly, the matching scheme may be derived including, but not limited to, the following: (1) A-B; (2) A-C; and (3) A-BC.
As another specific example, if after detecting that the vehicle a is the first vehicle satisfying the braking condition, the vehicle a has not been matched within a first preset time period, and it is detected that the vehicle D also satisfies the braking condition, the matching scheme is determined again at this time, so as to find a better vehicle control strategy. Illustratively, the matching scheme may include, but is not limited to, the following, for example: (1) AD-BC; (2) A-B, D-C; (3) A-C, B-D; and (4) A-BC and D-BC.
In order to improve the utilization rate of the braking energy, corresponding to each matching scheme, the first control strategy of each matching scheme and the first braking energy absorption power corresponding to each first control strategy can be determined according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle. The first control strategy of each matching scheme and the first braking energy absorption power corresponding to each first control strategy may be calculated by referring to step 131 in the embodiment of the present application, which are not described herein again.
After the first control strategy of each matching scheme and the first braking energy absorption power corresponding to each first control strategy are obtained through calculation, the highest first braking energy absorption power can be determined as the target braking energy absorption power, and the first control strategy corresponding to the highest first braking energy absorption power is determined as the target vehicle control strategy. Therefore, the actual vehicle running condition can be effectively integrated, and the recovery and utilization efficiency of the braking energy can be improved as much as possible.
In some embodiments, in order to avoid wasting computing resources, for a case where there are multiple matching schemes, the number of matching schemes may be reduced by setting a preset matching condition, and specifically, the preset matching condition may include a first matching condition and a second matching condition; wherein the first matching condition is: the number of the first vehicles in each matching scheme is smaller than or equal to the number of the second vehicles, and the number of the first vehicles is larger than or equal to half of the number of the second vehicles; the second matching condition is: and under the condition that the number of the first vehicles is larger than that of the second vehicles, determining the number of the second vehicles in the matching scheme from small to large according to the distance between the first vehicles and the second vehicles so that the matching scheme meets the first matching condition.
Therefore, under the condition that a plurality of matching schemes exist, the number of the matching schemes can be reduced, unnecessary calculation of the matching schemes is reduced, and calculation resources are saved.
In some embodiments, in order to ensure the vehicle operation safety and avoid accidents, in the process of controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy, the control authority may be determined according to the target vehicle control strategy, including adjusting the target starting time of the second vehicle. Specifically, when the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is smaller than the preset time threshold, the first vehicle is controlled to brake and the second vehicle is controlled to start according to the target vehicle control strategy.
Under the condition that the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is greater than or equal to a preset time threshold value, sending a target vehicle control strategy to the vehicle control management platform so that the vehicle control management platform can generate a target command; and under the condition of receiving the target command, respectively controlling the braking of the first vehicle and the running of the second vehicle according to the target vehicle control strategy.
For example, the vehicle control management platform includes, for example, an Automatic Train Supervision system (ATS), and in a specific application process, when a time difference between a target start time of a second vehicle and a preset start time of the second vehicle is smaller than a preset time threshold, the second vehicle may be directly controlled according to a target control strategy, so that information transmission delay brought to an ATS report is reduced, timeliness of the target vehicle control strategy is improved, and reduction of a utilization rate of brake energy is avoided. When the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is greater than or equal to the preset time threshold, reporting to the ATS is required, and after a target instruction is issued by the ATS, the first vehicle braking and the second vehicle running can be respectively controlled, wherein the target instruction can be that the target vehicle control strategy is agreed to be used. The transmission format of the target instruction is not particularly limited herein. Therefore, according to the vehicle control method determined by the embodiment of the application, the recovery and utilization efficiency of the braking energy can be effectively improved on the premise of not influencing the driving safety, efficiency and service quality of the vehicle.
Fig. 4 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application, and as shown in fig. 4, the vehicle control device 400 may include: a processing module 410, a data acquisition module 420, and a control module 430.
A processing module 410 for determining at least one first vehicle comprised by the first network that satisfies a braking condition;
the data acquisition module 420 is configured to acquire at least one second vehicle matched with at least one first vehicle in a first network, where the first network is an electric power network of an area where the first vehicle is located, and the second vehicle is a vehicle meeting a starting condition in the first network;
the processing module 410 is further configured to determine, according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle, a target vehicle control strategy corresponding to the target braking energy absorption power;
and the control module 430 is used for respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy.
According to the embodiment of the application, for the area of the same power network, the first vehicle meeting the braking condition is determined firstly, and then the second vehicle meeting the starting condition is matched for the first vehicle. And finally, respectively controlling the first vehicle to brake and the second vehicle to run according to the target vehicle control strategy, thereby ensuring that the braking energy is effectively absorbed and utilized.
In some embodiments, the data obtaining module 420 is further configured to obtain, in real time, operation information of the first vehicle in the first network, where the operation information includes: the method comprises the steps that a first vehicle is provided with a preset parking brake rate, the distance between the first vehicle and a preset parking point and a first speed of the first vehicle;
the processing module 410 is further configured to determine a second speed of the first vehicle, which can reach the preset parking point, according to the preset parking brake rate of the first vehicle and the distance between the first vehicle and the preset parking point;
the processing module 410 is further configured to determine that the first vehicle satisfies a braking condition if a difference between the first speed and the second speed is less than a preset speed threshold.
In some embodiments, the data obtaining module 420 is further configured to obtain, in real time, at least one third vehicle that is parked at a station in the first network, and station parking information of each third vehicle, where the station parking information includes: the parking duration of the third vehicle and the preset parking duration of the third vehicle;
the processing module 410 is further configured to determine that the third vehicle is the second vehicle when a difference between the parking duration of the third vehicle and the preset parking duration of the third vehicle is less than or equal to a preset time threshold.
In some embodiments, the processing module 410 is further configured to input the coasting time range and the parking brake rate range of each first vehicle and the target starting time range of each second vehicle matched with the first vehicle into a preset optimization model, so as to obtain a target vehicle control strategy corresponding to the target braking energy absorption power;
the preset optimization model comprises an objective optimization function, and the objective optimization function is as follows:
wherein N is the number of the second vehicles, alpha is the brake energy consumption conversion rate, ts is the brake starting time, te is the brake ending time, and Pi (t) is the absorbed brake energy power function of the ith second vehicle.
In some embodiments, in the case that there are a plurality of first vehicles within the first preset time period, the processing module 410 is further configured to determine M matching schemes for the first vehicle and the second vehicle according to preset matching conditions, where M is an integer greater than 1;
the processing module 410 is further configured to, for each matching scheme, determine a first control strategy of each matching scheme and a first braking energy absorption power corresponding to each first control strategy according to the coasting time range and the parking braking rate range of each first vehicle and the target starting time range of each second vehicle;
the processing module 410 is further configured to determine that the highest first braking energy absorption power is the target braking energy absorption power, and determine that the first control strategy corresponding to the highest first braking energy absorption power is the target vehicle control strategy.
In some embodiments, the preset matching condition includes a first matching condition and a second matching condition;
the first matching condition is: the number of the first vehicles in each matching scheme is smaller than or equal to the number of the second vehicles, and the number of the first vehicles is larger than or equal to half of the number of the second vehicles;
the second matching condition is: and under the condition that the number of the first vehicles is larger than that of the second vehicles, determining the number of the second vehicles in the matching scheme from small to large according to the distance between the first vehicles and the second vehicles so that the matching scheme meets the first matching condition.
In some embodiments, the vehicle control apparatus 400 further includes:
the control module 430 is further configured to control braking of the first vehicle and starting of the second vehicle according to a target vehicle control strategy when a time difference between a target starting time of the second vehicle and a preset starting time of the second vehicle is smaller than a preset time threshold;
the sending module is used for sending a target vehicle control strategy to the vehicle control management platform under the condition that the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is greater than or equal to a preset time threshold value so as to be used for the vehicle control management platform to generate a target instruction;
and the control module 430 is further configured to control the first vehicle and the second vehicle to operate according to the target vehicle control strategy under the condition that the target instruction is received.
It is understood that the vehicle control device 400 of the embodiment of the present application may correspond to an execution main body of the vehicle control method described in the embodiment of the present application, and specific details of operations and/or functions of each module/unit of the vehicle control device 400 may be referred to the description of the corresponding part in the vehicle control method provided in the embodiment of the present application, and are not repeated herein for brevity.
The vehicle control device provided by the embodiment of the application can effectively improve the efficiency of recovering and utilizing the braking energy on the premise of not influencing the driving safety, efficiency and service quality of the vehicle.
Fig. 5 shows a schematic structural diagram of a vehicle control device provided in an embodiment of the present application. As shown in fig. 5, the apparatus may include a processor 501 and a memory 502 in which computer program instructions are stored.
Specifically, the processor 501 may include a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits configured to implement the embodiments of the present Application.
In one example, the Memory 502 may be a Read Only Memory (ROM). In one example, the ROM can be mask-programmed ROM, programmable ROM (PROM), erasable PROM (EPROM), electrically Erasable PROM (EEPROM), electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.
The processor 501 reads and executes the computer program instructions stored in the memory 502 to implement the method described in the embodiment of the present application, and achieve the corresponding technical effects achieved by executing the method in the embodiment of the present application, which are not described herein again for brevity.
In one example, the vehicle control device may also include a communication interface 503 and a bus 510. As shown in fig. 5, the processor 501, the memory 502, and the communication interface 503 are connected to each other through a bus 510 to complete communication therebetween.
The communication interface 503 is mainly used for implementing communication between modules, apparatuses, units and/or devices in the embodiments of the present application.
The vehicle control apparatus may execute the vehicle control method in the embodiment of the present application, thereby achieving the corresponding technical effects of the vehicle control method described in the embodiment of the present application.
In addition, in combination with the vehicle control method in the above embodiments, the embodiments of the present application may be implemented by providing a readable storage medium. The readable storage medium having stored thereon computer program instructions; the computer program instructions, when executed by a processor, implement any of the vehicle control methods in the above embodiments.
It is to be understood that the present application is not limited to the particular arrangements and instrumentality described above and shown in the attached drawings. A detailed description of known methods is omitted herein for the sake of brevity. In the above embodiments, several specific steps are described and shown as examples. However, the method processes of the present application are not limited to the specific steps described and illustrated, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps, after comprehending the spirit of the present application.
The functional blocks shown in the above-described structural block diagrams may be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic Circuit, an Application Specific Integrated Circuit (ASIC), suitable firmware, plug-in, function card, or the like. When implemented in software, the elements of the present application are the programs or code segments used to perform the required tasks. The program or code segments may be stored in a machine-readable medium or transmitted by a data signal carried in a carrier wave over a transmission medium or a communication link. A "machine-readable medium" may include any medium that can store or transfer information. Examples of a machine-readable medium include electronic circuits, semiconductor Memory devices, read-Only memories (ROMs), flash memories, erasable Read-Only memories (EROMs), floppy disks, compact disk Read-Only memories (CD-ROMs), optical disks, hard disks, optical fiber media, radio Frequency (RF) links, and so forth. The code segments may be downloaded via computer networks such as the internet, intranet, etc.
It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps may be performed in the order mentioned in the embodiments, may be performed in an order different from the order in the embodiments, or may be performed at the same time.
Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a processor may be, but is not limited to, a general purpose processor, a special purpose processor, an application specific processor, or a field programmable logic circuit. It will also be understood that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based computer instructions which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
As described above, only the specific embodiments of the present application are provided, and it can be clearly understood by those skilled in the art that, for convenience and simplicity of description, the specific working processes of the system, the module and the unit described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again. It should be understood that the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the present application, and these modifications or substitutions should be covered within the scope of the present application.
Claims (9)
1. A vehicle control method, characterized by comprising:
determining at least one first vehicle comprising a first network that satisfies a braking condition;
obtaining at least one second vehicle matched with the at least one first vehicle in the first network, wherein the first network is an electric power network of an area where the first vehicle is located, and the second vehicle is a vehicle meeting a starting condition in the first network;
determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle;
respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy;
the determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle comprises:
inputting the coasting time range and the parking braking rate range of each first vehicle and the target starting time range of each second vehicle matched with the first vehicles into a preset optimization model to obtain a target vehicle control strategy corresponding to the requirement of the target braking energy absorption power;
the preset optimization model comprises an objective optimization function, and the objective optimization function is as follows:
and N is the number of the second vehicles, alpha is the brake energy consumption conversion rate, ts is the brake starting time, te is the brake ending time, and Pi (t) is the absorbed brake energy power function of the ith second vehicle.
2. The method of claim 1, wherein determining at least one first vehicle included in the first network that satisfies the braking condition comprises:
acquiring the running information of a first vehicle in the first network in real time, wherein the running information comprises: the first vehicle is provided with a preset parking brake rate, a distance between the first vehicle and a preset parking point and a first speed of the first vehicle;
determining a second speed of the first vehicle, which can reach a preset parking point, according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point;
determining that the first vehicle satisfies the braking condition if a difference between the first speed and the second speed is less than a preset speed threshold.
3. The method of claim 1, wherein the obtaining at least one second vehicle in the first network that matches the at least one first vehicle comprises:
acquiring at least one third vehicle which stops at a station in the first network and station parking information of each third vehicle in real time, wherein the station parking information comprises: the parking duration of the third vehicle, and the preset parking duration of the third vehicle;
and under the condition that the difference value between the parking duration of the third vehicle and the preset parking duration of the third vehicle is smaller than or equal to a preset time threshold, determining that the third vehicle is the second vehicle.
4. The method according to claim 1, wherein in a case that a plurality of first vehicles are provided within a first preset time period, the determining a target vehicle control strategy meeting a target braking energy absorption power according to the coasting time range, the parking braking rate range and the starting time range of each first vehicle comprises:
determining M matching schemes of a first vehicle and a second vehicle according to a preset matching condition, wherein M is an integer larger than 1;
corresponding to each matching scheme, determining a first control strategy of each matching scheme and a first braking energy absorption power corresponding to each first control strategy according to the coasting time range and the parking braking rate range of each first vehicle and the target starting time range of each second vehicle;
determining the highest first braking energy absorption power as the target braking energy absorption power, and determining a first control strategy corresponding to the highest first braking energy absorption power as the target vehicle control strategy.
5. The method according to claim 4, wherein the preset matching condition comprises a first matching condition and a second matching condition;
the first matching condition is as follows: the number of the first vehicles in each matching scheme is smaller than or equal to the number of the second vehicles, and the number of the first vehicles is larger than or equal to half of the number of the second vehicles;
the second matching condition is as follows: and under the condition that the number of the first vehicles is larger than that of the second vehicles, determining the number of the second vehicles in the matching scheme from small to large according to the distance between the first vehicles and the second vehicles so that the matching scheme meets a first matching condition.
6. The method of claim 1, wherein the target vehicle control strategy comprises adjusting a target launch time of the second vehicle, the controlling the first vehicle braking and the second vehicle launch according to the target vehicle control strategy comprising:
controlling the first vehicle to brake and the second vehicle to start according to the target vehicle control strategy under the condition that the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is smaller than a preset time threshold;
sending the target vehicle control strategy to a vehicle control management platform for the vehicle control management platform to generate a target instruction under the condition that the time difference between the target starting time of the second vehicle and the preset starting time of the second vehicle is greater than or equal to a preset time threshold value;
and under the condition of receiving the target instruction, respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy.
7. A vehicle control apparatus, characterized in that the apparatus comprises:
a processing module for determining at least one first vehicle comprised by the first network which satisfies a braking condition;
the data acquisition module is used for acquiring at least one second vehicle matched with the at least one first vehicle in the first network, wherein the first network is an electric power network of an area where the first vehicle is located, and the second vehicle is a vehicle meeting starting conditions in the first network;
the processing module is further configured to determine a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range and the parking braking rate range of each first vehicle and the starting time range of each second vehicle;
the control module is used for respectively controlling the first vehicle and the second vehicle to operate according to the target vehicle control strategy;
the processing module is further configured to input the coasting time range and the parking brake rate range of each first vehicle and the target starting time range of each second vehicle matched with the first vehicle into a preset optimization model, so as to obtain the target vehicle control strategy corresponding to the requirement on the target braking energy absorption power;
the preset optimization model comprises an objective optimization function, wherein the objective optimization function is as follows:
and N is the number of the second vehicles, alpha is the braking energy consumption conversion rate, ts is the braking start time, te is the braking end time, and Pi (t) is the absorbed braking energy power function of the ith second vehicle.
8. A vehicle control apparatus, characterized in that the apparatus comprises: a processor, and a memory storing computer program instructions;
the processor reads and executes the computer program instructions to implement the vehicle control method of any one of claims 1-6.
9. A readable storage medium, characterized in that the readable storage medium has stored thereon computer program instructions which, when executed by a processor, implement a vehicle control method according to any one of claims 1-6.
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| CN202111397825.8A CN114132368B (en) | 2021-11-23 | 2021-11-23 | Vehicle control method, device and equipment and readable storage medium |
| PCT/CN2021/137374 WO2023092703A1 (en) | 2021-11-23 | 2021-12-13 | Vehicle control method, apparatus, and device, and readable storage medium |
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| CN202111397825.8A CN114132368B (en) | 2021-11-23 | 2021-11-23 | Vehicle control method, device and equipment and readable storage medium |
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