CN115465337B - Train control method, device and medium - Google Patents
Train control method, device and medium Download PDFInfo
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- CN115465337B CN115465337B CN202211420563.7A CN202211420563A CN115465337B CN 115465337 B CN115465337 B CN 115465337B CN 202211420563 A CN202211420563 A CN 202211420563A CN 115465337 B CN115465337 B CN 115465337B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
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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
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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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 relates to the field of train control, and discloses a train control method, a train control device and a train control medium, which comprise the following steps: acquiring a first time difference value between the current moment and the communication termination moment to determine the fault time of a train communication link; determining the running state of the train according to the first time difference value and the train running model so as to determine the acceleration of the train in different running states; and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value. According to the method and the device, the running state of the train after the communication link is in fault is determined according to the train running model determined according to the traction working condition conversion capacity of the train and the first time difference value, so that the speed variation of the train in the first time difference value time is more accurately determined, and compared with a method for calculating the speed after the communication link of the assumed train is in fault, the method and the device have smaller safety margin, so that the train is prevented from being frequently and emergently braked after communication delay while the safety of the train is ensured.
Description
Technical Field
The present application relates to the field of train control, and in particular, to a train control method, apparatus, and medium.
Background
In the running process of the train, in order to ensure the safe running of the train, the running state of the train needs to be detected so as to prevent accidents caused by overspeed of the train. The train overspeed protection system is a core function of an automatic train protection system and is mainly used for monitoring the correlation between the speed limit of the current line and the real-time speed of the train and calculating the currently allowed highest running speed of the train according to the distance relationship between the train and a front safety limit point (such as the tail of a preceding train, a line terminal point and the like).
Fig. 1 is a structural diagram of an automatic train protection system according to an embodiment of the present disclosure, and as shown in fig. 1, the automatic train protection system generally includes a speed displacement measuring unit and a logic operation unit. In each working period, the logic operation unit acquires the real-time speed of the train sent by the speed and displacement measuring unit and performs overspeed protection calculation by combining with the line information acquired by the logic operation unit. Due to the existence of communication link quality (delay, packet loss) and processing delay, the logic operation unit needs to estimate the uncertainty of the speed and the position of the train to obtain the predicted speed and the predicted position of the train, and control the train according to the predicted information so as to ensure the safety of the train.
Fig. 2 is a schematic diagram of an uncertainty estimation method provided in an embodiment of the present application, and as shown in fig. 2, the current uncertainty estimation is often calculated according to the maximum acceleration/deceleration capability of the train, and the train runs at the maximum acceleration (deceleration) immediately after the default communication is disconnected, which is far greater than the actual acceleration/deceleration capability of the train, so that the error of the predicted speed and the predicted position of the train is large, and the train is frequently subjected to emergency braking after the communication delay, which affects the normal running of the train.
Therefore, the technical personnel in the field need to solve the problem of how to provide a more accurate train control method to ensure the safety of the train and reduce the safety margin to prevent the train from being frequently braked emergently after the communication delay.
Disclosure of Invention
An object of the present application is to provide a more accurate train control method, apparatus, medium, which controls the running speed of a train with a smaller safety margin to prevent frequent emergency braking of the train after a communication delay.
In order to solve the technical problem, the present application provides a train control method including: acquiring a first time difference value between the current moment and a communication termination moment, wherein the communication termination moment is the moment when the train controller acquires speed information sent by a speed sensor last time;
determining the running state of the train according to the first time difference and a train running model, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishment state and a maintenance state;
and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value.
Preferably, after the step of generating a control command based on the predicted speed value, the method further includes:
acquiring a second time difference value between the current moment and the current period ending time; wherein the period is the working period of the train speed protection system;
and acquiring a second speed predicted value of the train at the end of the current period according to the second time difference and the train operation model.
Preferably, after the step of obtaining the first time difference between the current time and the communication termination time, the method further includes:
judging whether the first time difference value is larger than a delay threshold value or not;
and if the time delay value is larger than the time delay threshold value, executing the step of determining the running state of the train according to the first time difference value and a train running model.
Preferably, the establishing of the train operation model includes:
acquiring time information and historical acceleration information of each running state in the process of train working condition conversion;
and determining the duration of each operation state after the train acquires the traction change instruction according to the historical acceleration information and the time information, thereby determining the train operation model.
Preferably, the generating a control command according to the first speed prediction value includes:
judging whether the first speed predicted value is larger than a speed threshold value;
and if the speed is greater than the speed threshold, generating the control command to control the train to decelerate.
Preferably, after the step of obtaining the predicted value of the second speed of the train at the end of the current period according to the second time difference and the train operation model, the method further includes:
determining the predicted position of the train at the end of the current period according to the second speed predicted value;
acquiring train protection speed according to the predicted position and the track information;
if the acceleration data is greater than the train protection speed, judging whether the acceleration data of the train is greater than zero;
if the acceleration data is not greater than zero, determining that the train working condition is deceleration operation or uniform speed operation, and removing train traction;
and if the acceleration data is larger than zero, determining the working condition of the train to be accelerated, removing train traction and controlling train braking.
Preferably, after the step of removing train traction and controlling train braking, the method further comprises:
judging whether feedback signals of a train power system and a brake system are detected;
and if the feedback signal is not detected, sending an alarm to a manager.
In order to solve the above technical problem, the present application further provides a train control device, including:
the acquiring module is used for acquiring a first time difference value between the current moment and the communication termination moment, wherein the communication termination moment is the moment when the train controller acquires the speed information sent by the speed sensor last time;
the determining module is used for determining the running state of the train according to the first time difference value and a train running model, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishing state and a maintaining state;
and the generating module is used for calculating a first speed predicted value of the train according to the running state and generating a control command according to the first speed predicted value. In order to solve the above technical problem, the present application further provides a train control device, including a memory for storing a computer program;
a processor for implementing the steps of the train control method when executing the computer program.
In order to solve the above technical problem, the present application further provides a computer-readable storage medium, on which a computer program is stored, and the computer program, when executed by a processor, implements the steps of the train control method.
The application provides a train control method, which comprises the following steps: acquiring a first time difference value between the current moment and the communication termination moment to determine the fault time of a train communication link, wherein the communication termination moment is the moment when a train controller acquires speed information sent by a speed sensor last time; determining the running state of the train according to the first time difference value and a train running model so as to determine the acceleration of the train in different running states, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishment state and a holding state; and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value. Therefore, according to the technical scheme provided by the application, the running state of the train after the communication link is in a fault is determined according to the train running model determined according to the traction working condition conversion capacity of the train and the first time difference value, so that the speed variation of the train in the first time difference value time is determined more accurately, and compared with a speed calculation method after the communication link of the assumed train is in a fault, the method has smaller safety margin, and the train is prevented from being subjected to frequent emergency braking after communication delay while the safety of the train is ensured.
Drawings
In order to more clearly illustrate the embodiments of the present application, the drawings needed for the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained by those skilled in the art without inventive effort.
Fig. 1 is a structural diagram of an automatic train protection system according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of an uncertainty estimation method provided by an embodiment of the present application;
fig. 3 is a flowchart of a train control method according to an embodiment of the present application;
fig. 4 is a schematic diagram illustrating a normal communication delay according to an embodiment of the present application;
fig. 5 is a schematic diagram illustrating a train movement condition conversion provided in an embodiment of the present application;
FIG. 6 is a schematic diagram illustrating active intervention decision principles provided by an embodiment of the present application;
fig. 7 is a structural diagram of a train control device according to an embodiment of the present application;
fig. 8 is a configuration diagram of another train control device according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without any creative effort belong to the protection scope of the present application.
The core of the application is to provide a train control method, a device and a medium, which control the running speed of a train with smaller safety margin so as to prevent the train from frequently braking emergently after communication delay.
In order that those skilled in the art will better understand the disclosure, the following detailed description will be given with reference to the accompanying drawings.
Fig. 3 is a flowchart of a train control method according to an embodiment of the present application, and as shown in fig. 3, the method includes:
s10: and acquiring a first time difference value between the current moment and the communication termination moment, wherein the communication termination moment is the moment when the train controller acquires the speed information sent by the speed sensor last time.
In specific implementation, the speed sensor arranged on the track or the train body is used for acquiring the train speed and transmitting the speed to the ground control console and the vehicle-mounted controller, so that ground managers and train drivers can master the train running condition in real time and accidents of the train are prevented. When the communication link of the train is detected to have a fault, a first time difference value between the current moment and the communication termination moment is obtained, and the speed increment and the position variation of the train in the time after the communication link of the train has the fault are calculated according to the first time difference value.
It should be noted that the train automatic protection system acquires train speed information at preset time intervals (i.e., a working period of the train speed protection system), the current time is the time for starting to estimate the train operation state, the estimation starting time and the communication ending time may be separated by only one period or by multiple periods, and the separation time may be determined by a manager, which is not limited herein. The longer the interval, the more the safety margin and the number of times of emergency braking can be reduced, but the excessively long interval may affect the train safety.
It can be understood that, because the train is in a high-speed running process, the normal communication between the speed sensor and the vehicle-mounted controller still has a delay, and the delay has a fluctuation condition. Fig. 4 is a schematic diagram of a normal communication delay provided in an embodiment of the present application, and as shown in fig. 4, there are a communication delay T1, a communication delay T2, and a processing delay T3 between a train onboard controller and a speed sensor. In order to prevent interference caused by the normal communication delay, the interval between the preset estimation start time and the communication termination time needs to be longer than the normal communication delay T1.
S11: and determining the running state of the train according to the first time difference and a train running model, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishment state and a maintenance state.
S12: and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value.
Fig. 5 is a schematic diagram illustrating a transition of train movement conditions provided by an embodiment of the present application, where as shown in fig. 5, the train movement conditions are divided into a traction condition, a braking condition, and an coasting condition, and transition between the states is not completed instantaneously but needs a gradual transition process to achieve an expected acceleration/deceleration capacity, where the gradual transition process includes a reaction state, an establishment state, and a maintenance state, and in the reaction state, the acceleration of the train does not change; in the establishing state, the acceleration of the train is in a graded gradual change state; in the hold state, the acceleration of the train does not change. It can be understood that there is a direct connection between the transition capability of the traction condition of the train and the transition time of the train operation state, therefore, when creating the motion model of the train, relevant train performance parameters (including the reaction state duration Ta, the establishment state duration Tb, the maximum acceleration amax, the minimum acceleration amin, the acceleration change time Tx, etc.) need to be combined. And stored in the form of variables in the non-volatile memory of the ATP logic unit. According to the characteristics of the motion model of the train, the ATP can determine the current motion condition and the corresponding stage of the train by backtracking the acceleration history information, and a specific calculation truth table is shown in table 1, where a0min is a tolerance threshold of 0 value defined by fluctuation of the measurement result, and all values below the tolerance threshold are considered to be 0.amax is the maximum acceleration capacity of the train as defined by the train performance parameters. The maximum traction transition time is the time required from the current state to the maximum traction capacity of the train at the time of estimation. It can be understood that, different trains have different performances, and the truth tables corresponding to the trains are different.
TABLE 1
In specific implementation, the running state of the train can be determined through the truth table and the first time difference value, for example: if the first time difference value is not greater than the reaction time, the train is in a reaction state at present, and the acceleration of the train is not changed; and if the first time difference value is greater than the reaction time and the first time difference value is greater than the sum of the reaction time and the establishment time, the train is in a holding state. According to the state of the train, the current working condition of the train and the actual speed of the train can be determined.
The embodiment provides a train control method, which comprises the following steps: acquiring a first time difference value between the current moment and the communication termination moment to determine the fault time of a train communication link, wherein the communication termination moment is the moment when a train controller acquires speed information sent by a speed sensor last time; determining the running state of the train according to the first time difference value and a train running model so as to facilitate determining the acceleration of the train in different running states, wherein the train running model is a module determined according to the traction working condition conversion capacity of the train, and the running state at least comprises a reaction state, an establishment state and a maintenance state; and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value. Therefore, according to the technical scheme provided by the application, the running state of the train after the communication link is in a fault is determined according to the train running model determined according to the traction working condition conversion capacity of the train and the first time difference value, so that the speed variation of the train in the first time difference value time is determined more accurately, and compared with a speed calculation method after the communication link of the assumed train is in a fault, the method has smaller safety margin, and the train is prevented from being subjected to frequent emergency braking after communication delay while the safety of the train is ensured.
In specific implementation, the operation cycle of the train automatic protection system is a time difference between two consecutive times of obtaining the train speed, and the train automatic protection system predicts the speed and the position of the train at the end of the cycle by calculating the speed change condition of the train in each cycle, so as to determine whether the train is dangerous. Therefore, the existing exception handling schemes take relevant measures for the train by taking the cycle as a unit. In order to reduce the labor of technicians and better be compatible with the existing train exception handling scheme, so that the train position can be better predicted and whether the train is safe or not can be judged.
On the basis of the above embodiment, after the step of generating the control command according to the predicted speed value, the method further includes: acquiring a second time difference value between the current moment and the current period ending time; wherein the period is the working period of the train speed protection system; and acquiring a second speed predicted value of the train at the end of the current period according to the second time difference and the train operation model.
It should be noted that all the periods mentioned in this document are the working periods of the train speed protection system, which is typically 300ms.
Furthermore, the running state of the train can be determined through the truth table 1 and the first time difference value and the second time difference value, and the speed variation and the displacement variation of the train in the current period are calculated. Specifically, when the first time difference is greater than the reaction time:
if the first time difference is greater than the sum of the reaction time and the establishment time, the train is in a holding state, and the speed variation of the train in the period
Comprises the following steps:
；
wherein, the first and the second end of the pipe are connected with each other,
the maximum acceleration of the train is adopted, and T is the period of a train speed protection system;
if the first time difference is not more than the sum of the reaction time and the establishment time and the second time difference is not more than the sum of the reaction time and the establishment time, the train is in the establishment stage, and the speed variation of the train is
(ii) a Wherein the content of the first and second substances,
is a value for the first time difference,
is the value of the second time difference,
the reaction time is indicated.
If the first actual difference is not larger than the sum of the reaction time and the establishment time, and the second time difference is larger than the sum of the reaction time and the establishment time, the train is in an establishment stage and a maintenance stage in the period, and the speed variation of the train is as follows:
wherein the content of the first and second substances,
to establish the time.
When the first time difference is not greater than the reaction time, it indicates that the train is in the reaction state at the starting moment of the current period, and if the second time difference is greater than the reaction time, it indicates that the train is in the reaction state and the establishment state in the current period, and the speed variation of the train is as follows:
if the second time difference is not greater than the reaction time, the train is in a reaction state all the time in the period, and the speed variation of the train is 0.
As shown in fig. 4, due to the high speed movement of the train, there is a normal communication delay between the train controller and the speed sensor. In order to prevent misjudgment of the normal delay as a communication link failure, it is necessary to judge the communication delay time to determine whether the communication link of the train has a failure or has been disconnected, for example: when the communication delay time is less than or equal to the delay threshold, the communication link of the train is in a normal working state, and the communication link of the train does not meet the preset condition; and if the communication delay time is greater than the delay threshold, the communication link of the train is indicated to meet the preset condition, wherein the communication delay time is the difference between the current moment and the moment when the train controller acquires the speed information sent by the speed sensor last time.
On the basis of the foregoing embodiment, after the step of obtaining the first time difference between the current time and the communication termination time, the method further includes: judging whether the first time difference value is larger than a delay threshold value or not; and if the time delay value is larger than the time delay threshold value, executing a step of determining the running state of the train according to the first time difference value and the train running model.
In this embodiment, when the first time difference is greater than the delay threshold, the step of determining the running state of the train according to the first time difference and the train running model is performed, so that the normal delay of the communication link is prevented from being mistakenly judged as the communication link fault, and the stability and reliability of the train safety protection system are improved.
As a preferred embodiment, the establishing of the train operation model includes: and acquiring time information and historical acceleration information of each running state in the process of converting the train working condition so as to determine the running state of the passing train and the current running state according to the fault time of the train communication link and determine the acceleration of the train according to the current running state and the historical acceleration information. And determining the duration of each running state after the train acquires the traction change instruction according to the historical acceleration and the time information, thereby determining a train running model.
In order to ensure the safe operation of the train, the real-time speed of the train needs to be monitored so as to control the train to decelerate when the speed of the train is higher than a threshold value. On the basis of the above embodiment, generating a control instruction according to the first speed prediction value includes: judging whether the first predicted value is larger than a speed threshold value; and if the speed is greater than the speed threshold, generating a control command to control the train to decelerate. The speed threshold may be a fixed value, or may be a value determined according to current track information (including track parameters and information about train operation on the track).
In specific implementation, after the predicted value of the train speed change is obtained, in order to ensure that the train can run safely, the position of the train needs to be predicted, and when the train has a danger, the train is controlled to decelerate. On the basis of the above embodiment, after the step of obtaining the second speed predicted value of the train at the end of the current period according to the second time difference and the train operation model, the method further includes: determining the predicted position of the train at the end of the current period according to the second speed predicted value; acquiring train protection speed according to the predicted position and track information; if the acceleration data is greater than the train protection speed, judging whether the acceleration data of the train is greater than zero; if the acceleration data is not greater than zero, determining that the train working condition is deceleration running or constant speed running, and removing train traction; and if the acceleration data is greater than zero, determining the working condition of the train as accelerated running, removing train traction and controlling train braking.
In an embodiment, the predicted location of the train is embodied as
Wherein Vi is the train speed at the beginning of the current cycle,
the maximum displacement of the train. And determining whether the train needs to be actively controlled according to the maximum displacement of the train. Specifically, the process comprises the following steps:
1) And calculating the position of the train after the communication delay, and obtaining the protection speed of the train at a new position according to the distance between the position of the train and the safety point. In specific implementation, the train protection speed is calculated by using an energy conservation principle (the kinetic energy of the current position = the kinetic energy of the target position-external force work + gravitational potential energy work).
2) If the estimated speed does not exceed the protection speed curve in the whole estimation process, it means that the estimation does not cause emergency braking, and it is determined that active intervention is not needed, and fig. 6 is a schematic diagram of an active intervention determination principle provided in the embodiment of the present application.
3) If the estimated speed exceeds the protection speed curve but the curve is not changed, the speed of the train is judged to be increased, emergency braking is needed, and a traction cutting-off command is output at the moment. And meanwhile, estimating the speed and the displacement of the train on the premise of no new traction.
4) If the estimated speed exceeds the protection speed curve but the curve is not changed, the speed of the train is judged to be increased, emergency braking possibly occurs, and a traction cutting command is output at the moment. And meanwhile, estimating the speed and the displacement of the train on the premise that the newly added traction force does not exist in the follow-up process. At this time, the maximum speed of the train is:
；
wherein the content of the first and second substances,
the calculation principle of (2) follows the definition of reaction, establishment and maintenance of a train motion model, and the deceleration takes values according to the deceleration rate of the train service brake.
Specifically, if the obtained train working condition is an idle running holding state or a braking holding state, it indicates that the train traction is completely cut off, and at this time, the train speed variation is 0;
if the first time difference is not greater than the reaction time, judging whether the first time difference is in the idle keeping state or the brake keeping state;
if the first time difference is not greater than the reaction time, judging whether the second time difference is not greater than the reaction time, if so, indicating that the train is completely in the reaction stage in the period, and the variation of the train speed is
(ii) a Wherein the content of the first and second substances,
the train acceleration at the current estimated starting moment is obtained; if not, the train is in a reaction state and an establishment state in the period, and the variation of the train speed is
If the first time difference is greater than the reaction time, determining whether the first time difference is greater than the setup time; if the train speed is not longer than the set-up time, the train is in a traction cutting-off state in the period, and the train speed variation is 0; if the difference value is greater than the set-up time, determining whether the difference value of the second time is greater than the set-up time; if the train speed variation is not more than the set-up time, the train is completely in a set-up state, and the train speed variation is as follows:
if the train speed variation is greater than the set-up time, the train is in a set-up state and a traction cutting-off state respectively, and the train speed variation is as follows:
。
it should be noted that, in order to ensure the safe operation of the train, after the control signal is sent to the train, it is also necessary to detect whether the train power system and the brake system normally execute the control signal. On the basis of the above embodiment, after the step of removing train traction and controlling train braking, the method further includes: judging whether feedback signals of a train power system and a brake system are detected or not; and if the feedback signal is not detected, sending an alarm to a manager.
In a specific implementation, after the ATP issues an active intervention instruction, a feedback check needs to be performed on the execution effect of the ATP. The vehicle should feed back the state whether the traction is cut off or not and whether the brake is applied or not according to the actual execution condition of the command. If the correct feedback instruction is not received within the specified time threshold, the ATP carries out safety side protection output emergency braking and initializes the position so as to avoid the condition of wrong working condition estimation.
In the above embodiments, the train control method is described in detail, and the present application also provides embodiments corresponding to the train control device. It should be noted that the present application describes the embodiments of the apparatus portion from two perspectives, one from the perspective of the function module and the other from the perspective of the hardware.
Fig. 7 is a structural diagram of a train control device according to an embodiment of the present application, and as shown in fig. 7, the train control device according to the embodiment of the present application includes:
the acquiring module 10 is configured to acquire a first time difference value between a current time and a communication termination time, where the communication termination time is a time when the train controller acquires speed information sent by the speed sensor last time;
the determining module 11 is configured to determine an operation state of the train according to the first time difference and a train operation model, where the train operation model is determined according to a traction condition conversion capability of the train, and the operation state at least includes a reaction state, an establishment state, and a maintenance state;
and the generating module 12 is configured to calculate a first speed predicted value of the train according to the operating state, and generate a control instruction according to the first speed predicted value.
Since the embodiments of the apparatus portion and the method portion correspond to each other, please refer to the description of the embodiments of the method portion for the embodiments of the apparatus portion, which is not repeated here.
The present embodiment provides a train control device, the device includes: acquiring a first time difference value between the current time and the communication termination time to determine the fault time of the train communication link, wherein the communication termination time is the time when the train controller acquires the speed information sent by the speed sensor for the last time; determining the running state of the train according to the first time difference value and a train running model so as to facilitate determining the acceleration of the train in different running states, wherein the train running model is a module determined according to the traction working condition conversion capacity of the train, and the running state at least comprises a reaction state, an establishment state and a maintenance state; and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value. Therefore, according to the technical scheme provided by the application, the running state of the train after the communication link is in the fault is determined according to the train running model determined according to the traction working condition conversion capacity of the train and the first time difference value, so that the speed variation of the train in the time of the first time difference value is more accurately determined, and compared with a speed calculation method after the communication link of the assumed train is in the fault, the method has smaller safety margin, so that the train is prevented from being frequently and emergently braked after the communication delay.
Fig. 8 is a configuration diagram of a train control device according to another embodiment of the present application, and as shown in fig. 8, the train control device includes: a memory 20 for storing a computer program;
the processor 21 is configured to implement the steps of the train control method according to the above-described embodiment when executing the computer program.
The terminal device provided by the embodiment may include, but is not limited to, a smart phone, a tablet computer, a notebook computer, or a desktop computer.
The processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, and the like. The Processor 21 may be implemented in at least one hardware form of a Digital Signal Processor (DSP), a Field-Programmable Gate Array (FPGA), and a Programmable Logic Array (PLA). The processor 21 may also include a main processor and a coprocessor, where the main processor is a processor for Processing data in a wake state, and is also called a Central Processing Unit (CPU); a coprocessor is a low power processor for processing data in a standby state. In some embodiments, the processor 21 may be integrated with a Graphics Processing Unit (GPU) which is responsible for rendering and drawing the content required to be displayed by the display screen. In some embodiments, the processor 21 may further include an Artificial Intelligence (AI) processor for processing computing operations related to machine learning.
The memory 20 may include one or more computer-readable storage media, which may be non-transitory. Memory 20 may also include high speed random access memory, as well as non-volatile memory, such as one or more magnetic disk storage devices, flash memory storage devices. In this embodiment, the memory 20 is at least used for storing the following computer program 201, wherein after being loaded and executed by the processor 21, the computer program can implement the relevant steps of the train control method disclosed in any one of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202, data 203, and the like, and the storage manner may be a transient storage manner or a permanent storage manner. Operating system 202 may include, among others, windows, unix, linux, and the like. The data 203 may include, but is not limited to, train historical acceleration, train speed forecasts, and the like.
In some embodiments, the train control device may further include a display screen 22, an input/output interface 23, a communication interface 24, a power source 25, and a communication bus 26.
Those skilled in the art will appreciate that the configuration shown in FIG. 8 is not intended to be limiting of a train control device and may include more or fewer components than those shown.
The train control device provided by the embodiment of the application comprises a memory and a processor, wherein when the processor executes a program stored in the memory, the following method can be realized:
acquiring a first time difference value between the current moment and the communication termination moment, wherein the communication termination moment is the moment when the train controller acquires the speed information sent by the speed sensor last time;
determining the running state of the train according to the first time difference and a train running model, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishment state and a maintenance state;
and calculating a first speed predicted value of the train according to the running state, and generating a control command according to the first speed predicted value.
Finally, the application also provides a corresponding embodiment of the computer readable storage medium. The computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps as set forth in the above-mentioned method embodiments.
It is to be understood that if the method in the above embodiments is implemented in the form of software functional units and sold or used as a stand-alone product, it can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application may be embodied in the form of a software product, which is stored in a storage medium and executes all or part of the steps of the methods described in the embodiments of the present application, or all or part of the technical solutions. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
The train control method, the train control device and the train control medium provided by the application are described in detail above. The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed in the embodiment corresponds to the method disclosed in the embodiment, so that the description is simple, and the relevant points can be referred to the description of the method part. It should be noted that, for those skilled in the art, it is possible to make several improvements and modifications to the present application without departing from the principle of the present application, and such improvements and modifications also fall within the scope of the claims of the present application.
It should also be noted that, in this specification, relational terms such as first and second, and the like are 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 a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
Claims (8)
1. A train control method, comprising:
acquiring a first time difference value between the current moment and a communication termination moment, wherein the communication termination moment is the moment when the train controller acquires speed information sent by a speed sensor last time;
determining the running state of the train according to the first time difference and a train running model, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishment state and a maintenance state;
calculating a first speed predicted value of the train according to the running state, and generating a control instruction according to the first speed predicted value;
acquiring a second time difference value between the current moment and the current period ending time; wherein the period is the working period of the train speed protection system;
acquiring a second speed predicted value of the train at the end of the current period according to the second time difference and the train operation model;
determining the predicted position of the train at the end of the current period according to the second speed predicted value;
acquiring train protection speed according to the predicted position and the track information;
if the acceleration data is greater than the train protection speed, judging whether the acceleration data of the train is greater than zero;
if the acceleration data is not greater than zero, determining that the train working condition is deceleration operation or uniform speed operation, and removing train traction;
and if the acceleration data is larger than zero, determining the working condition of the train to be accelerated operation, removing train traction and controlling train braking.
2. The train control method according to claim 1, wherein the step of obtaining the first time difference between the current time and the communication termination time further comprises:
judging whether the first time difference value is larger than a delay threshold value or not;
and if the time delay value is larger than the time delay threshold value, the step of determining the running state of the train according to the first time difference value and a train running model is executed.
3. The train control method according to claim 2, wherein the establishment of the train operation model includes:
acquiring time information and historical acceleration information of each running state in the process of train working condition conversion;
and determining the duration of each operation state after the train acquires the traction change instruction according to the historical acceleration information and the time information, thereby determining the train operation model.
4. The train control method according to any one of claims 1 to 3, wherein the generating a control instruction according to the first speed prediction value includes:
judging whether the first speed predicted value is larger than a speed threshold value;
and if the speed is greater than the speed threshold, generating the control command to control the train to decelerate.
5. The train control method of claim 1, wherein the step of removing train traction and controlling train braking further comprises:
judging whether feedback signals of a train power system and a brake system are detected;
and if the feedback signal is not detected, sending an alarm to a manager.
6. A train control device, comprising:
the system comprises an acquisition module, a speed sensor and a communication module, wherein the acquisition module is used for acquiring a first time difference value between the current time and the communication termination time, and the communication termination time is the time when the train controller acquires speed information sent by the speed sensor last time;
the determining module is used for determining the running state of the train according to the first time difference value and a train running model, wherein the train running model is a module determined according to the traction working condition conversion capability of the train, and the running state at least comprises a reaction state, an establishing state and a maintaining state;
the generating module is used for calculating a first speed predicted value of the train according to the running state and generating a control instruction according to the first speed predicted value;
the second speed predicted value obtaining module is used for obtaining a second time difference value between the current moment and the current period ending time; wherein the period is the working period of the train speed protection system; acquiring a second speed predicted value of the train at the end of the current period according to the second time difference and the train operation model; determining the predicted position of the train at the end of the current period according to the second speed predicted value;
the train control module is used for acquiring the train protection speed according to the predicted position and the track information; if the acceleration data is greater than the train protection speed, judging whether the acceleration data of the train is greater than zero; if the acceleration data are not larger than zero, determining that the train working condition is deceleration running or constant speed running, and removing train traction; and if the acceleration data is larger than zero, determining the working condition of the train to be accelerated operation, removing train traction and controlling train braking.
7. A train control apparatus comprising a memory for storing a computer program;
a processor for implementing the steps of the train control method of any one of claims 1 to 5 when executing said computer program.
8. A computer-readable storage medium, characterized in that a computer program is stored thereon, which computer program, when being executed by a processor, carries out the steps of the train control method according to any one of claims 1 to 5.
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