CN115973206A - Method and device for controlling long-growing up-slope operation of train - Google Patents
Method and device for controlling long-growing up-slope operation of train Download PDFInfo
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Abstract
The invention relates to the technical field of rail transit, in particular to a method and a device for controlling the long-and-large ascending operation of a train. The invention provides a method and a device for controlling the operation of a train on a long and large upslope, which are used for planning a low-speed passing operation curve of the train on a front long and large upslope line in advance by taking an irreducible speed as a speed planning starting point by combining the actual operation experience of the train so as to judge whether the train can pass through the front long and large upslope or not, and planning a train stopping curve if the train cannot pass through the front long and large upslope, so that the train stops on a small slope. If the train can not pass through the front ramp due to the limitation of the line speed limit, the train is restarted after the line speed limit is raised, and the stopping position of the train is ensured to pass through the front ramp after the train is restarted. The invention avoids the problem of train sliding under the condition of long and large uphill, thereby realizing the speed control of the train under the long and large uphill line.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method and a device for controlling long and large upslope running of a train.
Background
The automatic train operation system needs to ensure the stable operation of the train under different line conditions, wherein the safe operation of the train under the condition of a long and steep ascending line is very important.
When the train runs on a long ascending slope, because the gravity component along the ramp direction is increased, the large ascending slope needs large enough traction force to counteract the gravity component along the ramp direction to ensure the stable running of the train. Before a train enters a long and large upslope, whether the train can pass through the front long and large upslope needs to be judged in advance, if the train still operates in a speed reducing mode after the maximum electric traction force is applied to the long and large upslope, the train needs to be reversely pushed to enter the lowest entrance speed of the starting point of the long and large upslope according to the configured speed (the lowest point of the train speed-configurable), whether the train can pass through a ramp is judged before the train enters the ramp, if the train cannot pass through the ramp, the position of the train in advance needs to be calculated, and the train is prevented from sliding backwards or sliding downwards due to the fact that the train stops on the long upslope or the large downslope. After the train stops, if the speed limit of the long and large ascending in front is raised, the train is judged to be started again to pass through the ramp under the new speed limit, and the long and large ascending speed control is finally completed.
When the train runs on a long uphill slope, the train cannot pass through the slope due to the limited speed of the slope and the line and the limited traction force. Particularly for heavy-duty locomotives, the heavy-duty locomotives are heavy in load and long in marshalling, and are more prone to causing safety problems due to insufficient traction force under long and steep uphill lines. When a Train runs on a complex road condition, an Automatic Train Operation (ATO) system needs to plan a Train running curve in advance, so that the problems of Train hook pulling, hook breaking, back sliding and the like caused by overlarge and overlong line gradient are prevented, and when the Train runs on a long uphill slope, the Train cannot pass through the ramp due to ramp, line speed limit and traction force limit. The locomotive can slide backwards when the train stops on a long uphill slope, so that the safety problem is caused, curve planning in the running process of the train is necessary, and the safety problem of the running of the train on a long uphill line is also widely concerned.
In the development process of the automatic driving control algorithm of the train, an effective control method needs to be designed for the long and large uphill operation to ensure that the train can safely operate under the condition of the long and large uphill line.
Disclosure of Invention
Aiming at the problems, the invention provides a method and a device for controlling the long-large upslope running of a train.
A method for controlling the long-term uphill operation of a train, the method comprising:
dividing the long ascending slope into a plurality of slope segments, and reversely pushing forward from the last slope segment through the lowest inlet speed of each slope segment;
judging whether the train can pass through a long upslope or not according to the lowest entrance speed of each slope section;
if the train can pass through the large and large upslope, the automatic driving system controls the train to pass through the large and large upslope;
if the vehicle can not pass through the parking device, the parking position in front of the slope is calculated and the vehicle is parked.
Further, the backward thrust from the last slope segment forward through the lowest inlet speed of each slope segment specifically includes:
the passing speed of the last slope segment n is V n The initial speed V of the slope section n-1 ，V n-1 Also the end speed of the preceding slope segment n-1, where V n-1 >V n The relationship is as follows:
V 2 n-1 -V 2 n =2as；
wherein a is the acceleration, s is the distance of the last slope segment n, and the passing speed V is n Minimum 0, then obtainable V n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
Further, the acceleration a passes through the maximum traction acceleration a T Ramp resistance acceleration a ramp And running resistance acceleration a r The calculation result is that:
a=a ramp -（a T -a r ）。
further, if the calculated lowest inlet speed is greater than the allowable highest speed, then the lowest inlet speed = the allowable highest speed.
Further, according to the lowest entrance speed of each slope segment, whether the train can pass through a long ascending slope is judged, and the method specifically comprises the following steps:
and judging whether the train can meet the lowest entrance speed when entering the slope section, and if the train meets the lowest entrance speed of each slope section of the long upslope, judging that the train can pass the long upslope.
Further, the calculating of the parking position before the slope specifically includes:
and if the train cannot pass through the front ramp due to the speed limit, calculating the parking position of the train in advance, namely the position which is closest to the ramp and can pass through the front ramp after the train starts from the parking position.
Further, the position, which is closest to the ramp, where the train can pass through the front ramp after the train is started from the parking position specifically includes:
take the jth ramp as an example, v j The lowest entrance speed of the front big up-slope and the first slope of the big up-slope is ramp j Then pass v j The distance between the stopping position of the reverse-push train and the starting position of the long ascending slope and the distance dis required by the acceleration of the train j Comprises the following steps:
wherein a is T （v j ) Acceleration corresponding to maximum tractive effort, a rampj Acceleration of the ramp resistive force, a r （v j ) Acceleration is the running resistance;
if dis j 
s _ rampj, where s _ rampj is the jth ramp lengthIn degrees and ramp j If the train is not in a long downhill, the train is parked on the first ramp before the long uphill, and the train parking position is s j -dis j At this time, the distance from the ramp is dis j (ii) a If ramp j If the train is in a long downhill state, the train is in s j -dis j Parking on the front small slope;
if dis j >s _ rampj, the train can not pass through the front ramp after stopping on the first ramp before the long upslope, and whether the train can stop on the front ramp needs to be continuously calculated;
and repeating the steps until the position, which is closest to the ramp and can pass through the front ramp after the train starts from the parking position, is calculated.
A device for controlling the long-growing up-slope operation of a train comprises: a minimum entrance speed calculation unit, a judgment unit and a control unit;
a minimum entrance speed calculation unit for dividing the long ascending slope into a plurality of slope segments and reversely deducing the minimum entrance speed passing through each slope segment from the last slope segment forward;
the judging unit is used for judging whether the train can pass through a long ascending slope or not according to the lowest entrance speed of each slope section;
the control unit is used for controlling the train to pass through a long and large ascending slope by the automatic driving system if the train can pass through the long and large ascending slope; if the vehicle can not pass through the parking device, the parking position in front of the slope is calculated and the vehicle is parked.
Further, the minimum inlet speed calculation unit is specifically configured to:
taking the passing speed of the last slope segment n as V n The initial speed V of the slope section n-1 ，V n-1 Also the end speed of the preceding slope segment n-1, where V n-1 >V n The relationship is as follows:
V 2 n-1 -V 2 n =2as；
wherein a is the acceleration, s is the distance of the last slope segment n, and the passing speed V is n Minimum 0, then obtainable V n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
Further, the acceleration a passes through the maximum traction acceleration a T Ramp resistance acceleration a ramp And running resistance acceleration a r The calculation result is that:
a=a ramp -（a T -a r ）。
the invention provides a method and a device for controlling the operation of a train on a long and large uphill, which are used for planning an initial point by taking an unreleasable speed as a speed by combining the actual operation experience of the train, planning a low-speed passing operation curve of the train on a front long and large uphill line in advance, further judging whether the train can pass the front long and large uphill, and planning a train stopping curve if the train cannot pass the front long and large uphill, so that the train stops on a small slope. If the train can not pass through the front ramp due to the limitation of the line speed limit, the train is restarted after the line speed limit is raised, and the train stopping position ensures that the train can pass through the front ramp after the train is restarted.
The invention avoids the problem of train sliding under the condition of long and large uphill, thereby realizing the speed control of the train under the long and large uphill line.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a flow chart of a method for controlling the long-term upslope operation of a train in an embodiment of the invention;
FIG. 2 is a schematic view of a device for controlling the long-large uphill operation of a train in an embodiment of the present invention;
FIG. 3 is a schematic view of a train operating on a continuous uphill grade in accordance with an embodiment of the present invention;
FIG. 4 is a schematic representation of an embodiment of the invention of the ATO velocity profile prior to passing through a single large uphill slope;
FIG. 5 is a schematic diagram of the front velocity profile of ATO passing through a continuous long uphill slope according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The long and large uphill slope widely exists in railways, and whether a train can safely pass through or not needs to be judged by planning an operation curve in advance under the condition of a long and large uphill line. The invention provides a method and a device for controlling the operation of a train on a long uphill, wherein a speed curve is designed for the long uphill, whether the train can safely pass through a front ramp or not is judged before entering the long uphill according to the planned curve, if the train cannot pass through the front ramp, the stop position of the train is planned, the train can be safely stopped on a small slope, and if the train cannot pass through the front ramp due to too low speed limit, the train can safely pass through the front ramp after the speed limit is improved.
In a first aspect, as shown in fig. 1, the present invention provides a method for controlling a long-term ascending operation of a train, the method comprising:
dividing the long upslope into a plurality of slope segments, and reversely deducing the lowest entrance speed of each slope segment from the last slope segment forwards;
judging whether the train can pass through a long ascending slope or not according to the lowest entrance speed of each slope section;
if the train can pass through the large-sized upslope, the automatic driving system controls the train to pass through the large-sized upslope;
if the vehicle can not pass through the parking device, the parking position in front of the slope is calculated and the vehicle is parked.
When the method is specifically implemented, the low-speed passing operation curve of the train on the front long and steep ascending line is planned in advance, whether the train can pass through the front long and steep ascending is judged, and if the train cannot pass through the front long and steep ascending, the train stopping curve is planned, so that the train stops on a small slope. If the train can not pass through the front ramp due to the limitation of the line speed limit, the train is restarted after the line speed limit is raised, and the train stopping position ensures that the train can pass through the front ramp after the train is restarted.
In this embodiment, the backward pushing from the last slope segment to the front through the lowest inlet speed of each slope segment specifically includes:
the passing speed of the last slope segment n is V n The initial speed V of the slope section n-1 ，V n-1 Also the end speed of the preceding slope segment n-1, where V n-1 >V n The relationship is as follows:
V 2 n-1 -V 2 n =2as；
wherein a is the acceleration, s is the distance of the last slope segment n, and the passing speed V when passing through the last slope segment n n Minimum 0, then obtainable V n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
In this embodiment, the acceleration a passes through the maximum traction acceleration a T Ramp resistance acceleration a ramp And running resistance acceleration a r The calculation result is that:
a=a ramp -（a T -a r ）。
in this embodiment, if the calculated lowest inlet speed is greater than the allowable highest speed, the lowest inlet speed = the allowable highest speed.
In this embodiment, the determining whether the train can pass through a long uphill according to the lowest entry speed of each slope segment specifically includes:
and judging whether the train can meet the lowest entrance speed when entering the slope section, and if the train meets the lowest entrance speed of each slope section of the long and large ascending slope, judging that the train can pass the long and large ascending slope.
In this embodiment, the calculating a parking position before a slope specifically includes:
and if the train cannot pass through the front ramp due to the speed limit, calculating the parking position of the train in advance, namely the position which is closest to the ramp and can pass through the front ramp after the train starts from the parking position.
In this embodiment, the position, which is closest to the ramp, where the train can pass through the front ramp after the train starts from the parking position specifically includes:
take the jth ramp as an example, v j The lowest entrance speed of the front big up-slope and the first slope of the big up-slope is ramp j Then pass v j The distance between the stopping position of the reverse-thrust train and the starting position of the long ascending slope and the distance dis required by the acceleration of the train j Comprises the following steps:
wherein a is T （v j ) Acceleration corresponding to maximum tractive effort, a rampj Acceleration of the ramp resistive force, a r （v j ) Acceleration is the running resistance;
if dis j 
s _ ramp, where s _ ramp is the jth ramp length, and ramp j If the train is not in a long downhill, the train is parked on the first ramp before the long uphill, and the train parking position is s j -dis j At this time, the distance from the ramp is dis j (ii) a If ramp j For a long downhill, the train is at s j -dis j Parking on the front small slope;
if di j >s _ rampj, the train can not pass through the front ramp after stopping on the first ramp before the long upslope, and whether the train can stop on the front ramp needs to be continuously calculated;
and repeating the steps until the position which is closest to the ramp and can pass through the front ramp after the train is started from the parking position is calculated.
In a second aspect, as shown in fig. 2, an apparatus for controlling a long-ascending operation of a train includes: minimum entrance speed calculation unit, judgment unit and control unit
A minimum entry speed calculation unit for dividing the growing uphill into a plurality of slope segments and backward-deducing the minimum entry speed through each slope segment from the last slope segment;
the judging unit is used for judging whether the train can pass through a long ascending slope or not according to the lowest entrance speed of each slope section;
the control unit is used for controlling the train to pass through a long and large upslope by the automatic driving system if the train can pass through the long and large upslope; if the vehicle can not pass through the parking device, the parking position in front of the slope is calculated and the vehicle is parked.
In this embodiment, the minimum inlet speed calculation unit is specifically configured to:
taking the passing speed of the last slope segment n as V n The initial speed V of the slope section n-1 ，V n-1 Also the end speed of the preceding slope segment n-1, where V n-1 >V n The relationship is as follows:
V 2 n-1 -V 2 n =2as；
wherein a is the acceleration, s is the distance of the last slope segment n, and the passing speed V is n Minimum 0, then obtainable V n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
In this embodiment, the acceleration a passes through the maximum traction acceleration a T Ramp resistance acceleration a ramp And running resistance acceleration a r The calculation result is that:
a=a ramp -（a T -a r ）。
in specific implementation, the device for controlling the long-term ascending operation of the train and the method for controlling the long-term ascending operation of the train correspond to each other one by one, and thus, the detailed description is omitted here.
In order that those skilled in the art will better understand the present invention, the principles of the invention are illustrated in the accompanying drawings as follows:
the invention provides a method and a device for controlling the operation of a train on a long and large uphill, which are used for planning an initial point by taking an unreleasable speed as a speed by combining the actual operation experience of the train, planning a low-speed passing operation curve of the train on a front long and large uphill line in advance, further judging whether the train can pass the front long and large uphill, and planning a train stopping curve if the train cannot pass the front long and large uphill, so that the train stops on a small slope. If the train can not pass through the front ramp due to the limitation of the line speed limit, the train is restarted after the line speed limit is raised, and the stopping position of the train is ensured to pass through the front ramp after the train is restarted.
1. Control process of train on long and large uphill
Under the condition that the slope of the front line is an ascending slope, the control process of the automatic driving system on the long and large ascending slope is as follows:
1. the automatic driving system judges whether the front part enters a long and large ascending slope or not, and obtains the length and the gradient of the long and large ascending slope in the front part (the long ascending slope is that the gradient of a line exceeds 6 per thousand, the length is 8km and above, the gradient of the line exceeds 12 per thousand, the length is 5km and above, the gradient of the line exceeds 20 per thousand, and the length is 2km and above);
2. the automatic driving system calculates whether the train can run in an accelerated way under the maximum traction after entering the slope, if the train can run in an accelerated way and the speed limit is unchanged or the speed limit is increased, the automatic driving system maintains the traction to be unchanged to the terminal point of the growing up slope, and if the speed limit is reduced, the traction is reduced before the speed limit point or is converted into idle running, so that the speed of the train is reduced to be below the speed limit to continue running; if the operation cannot be accelerated, the step 3 is carried out;
3. if the current maximum traction force-basic resistance < the equivalent resistance of the long ascending slope) is met under the current slope, the train operates at a reduced speed under the condition of the long ascending slope, and the automatic driving system judges whether the train stops in the long ascending operation process;
4. according to the configured lowest speed, reversely pushing the train to pass through the lowest entrance speed before the ramp, if the subsequent ramp is a long upslope, reversely pushing the train to pass through the lowest speed of all ramps one by one, and judging that the speed of the lowest entrance before the train enters the continuous ramp is less than the actual speed of the train entering the ramp, the train can safely pass through the long upslope, otherwise, the train enters the step 5;
5. calculating the parking position in front of the ramp, controlling the train to park by the automatic driving system, and entering the step 6 if the speed limit is increased;
6. the automatic driving system judges that the train can pass through the front ramp, and the automatic driving system controls the train to start again to pass through the front ramp.
(1) Method for calculating maximum speed of train from current position to starting point of long ascending slope
And judging whether the train can pass through a long upslope or not, judging the running condition of the train on each ramp, and if the train cannot pass through all the ramps, stopping the train in front of the ramps.
FIG. 3 is a train operating diagram under a continuous uphill condition, wherein the speed limit of the 1 line of the deceleration point is v 1 The speed limit of the 2 lines at the speed reduction point is v 2 And the speed limit of the 3 lines at the speed reduction point is v 3 If more speed reduction points exist, analogizing, the speed reduction point n line speed limit is v n Because the speed of the train is lower than the speed limit, the maximum speed which can be reached by the train at each deceleration point is respectively v 1-config 、v 2-config 、v 3-config ，...，v n-config And (4) showing. The regional speed limit (line speed limit) must not exceed, generally for safety consideration, a threshold value is subtracted from the speed limit in the train control process to serve as the highest speed limit.
In which successive ramps each use a ramp 1 ，ramp 2 ，...，ramp n The speed limit point and the ramp starting point are taken as dividing points, and the distance between the dividing points is s n -s n-1 ，...，s 2 -s 1 ,s 1 -s 0 . S1 corresponds to v s_1 S2 corresponds to v s_2 ,v 1-config The speed limit value is not corresponding to the gradient.
The corresponding ramp deceleration is influenced by the maximum traction force at the current speed, the line gradient and the running resistance at the current speed, wherein the running resistance calculation method comprises the following steps:
the square coefficient of the third speed represents the influence of air resistance on the train, and the values of a, b and c of different types of trains are different; a is resis Abbreviated as a r (ii) a The running resistances of the train at different speeds are respectively used r (v s_n-1 )，a r (v s_n-2 )，...，a r (v s_0 ) And (4) showing.
The maximum traction force under different speeds is configured according to vehicle parameter files, the vehicle types are different, the traction force configuration parameters are different, and the accelerations corresponding to the maximum traction force under different speeds of the train respectively use a T (v s_n-1 )，a T (v s_n-2 )，...，a T (v s_0 ) And (4) showing.
The deceleration calculation method under different slopes and speed limits is as follows:
at the slope ramp n Under the condition of a line, the deceleration of the reverse-thrust train at a deceleration point n-1 is a n-1
Usually, the slope can be converted to obtain the corresponding 1cm/s of one thousandth ramp 2 The deceleration rate.
If there are several speed reducing points in the middle of the ramp, the train deceleration is calculated one by one, and the gradient ramp n Starting position, deceleration of the reverse train being a n-2 ,
…
By analogy, in the slope ramp 0 Under the condition of a line, the deceleration of the reverse-thrust train at the deceleration point 1 is a 1 ,
At the slope ramp 0 At the initial position, the deceleration point 0 pushes backDeceleration of the train is a 0 ,
Calculating the minimum reverse thrust speed of each deceleration point according to the deceleration of the deceleration point to obtain the lowest passing speed of the train at the initial position of the slope, wherein at the deceleration point n-1, the lowest entrance speed of the reverse thrust train is as follows:
if v is s_n-1 >v n-1-config If the speed of the reverse thrust is higher than the highest entrance limit speed, judging that the train cannot pass through the speed limit, and continuously calculating the lowest entrance speed of the reverse thrust train after raising the speed limit;
if a plurality of deceleration points exist in the middle of the ramp, reversely pushing the lowest entrance speed of the train by the deceleration points one by one, wherein at the deceleration point n-2, the lowest reverse pushing speed is as follows:
if v is s_n-2 >v n-2-config And if the train can not pass through the speed limit, continuously calculating the lowest entrance speed of the reverse-thrust train after the speed limit is raised.
By analogy, at the deceleration point 1, namely the slope initial position, the reverse thrust obtains the lowest speed as:
if v is s_1 >v 1-config And judging that the train can not pass through under the speed limit, and continuously calculating the lowest entrance speed of the reverse-push train after the speed limit is raised.
By analogy, at the deceleration point 0, namely the slope initial position, the reverse thrust obtains the lowest speed as:
if v is s_0 >v 0-config If so, judging that the train cannot pass under the speed limit, otherwise, v s_0 The lowest entrance speed of the train.
v is the speed of the train entering the long and big uphill, if v s_0 >And v, judging that the train cannot pass through the current long ascending slope.
(2) Method for judging condition that train passes through long and large upslope safely
The automatic driving system judges whether the train can safely pass through the front long and upslope, firstly judges whether the command speed before entering the long and upslope is greater than the minimum passing speed, v, obtained by reverse thrust j To reverse the minimum inlet velocity, i.e. v is required 0-config >v j Otherwise, the train cannot pass through the front ramp and needs to be stopped in advance.
If the command speed meets the requirement of the lowest entrance speed of the ramp, the speed of the train entering the initial position of the long and large ascending slope needs to be predicted after the train enters the previous ramp, and fig. 4 is a schematic diagram of the speed of the train reaching the initial position of the single long and large ascending slope according to the speed prediction in front.
If the train can not meet the passing condition of the ramp when running to the starting position of the large and large ascending slope by the maximum traction force, the train needs to be stopped in advance, and the predicted speed calculation method comprises the following steps, wherein the slopes of the train before entering the large and large ascending slope are ramp respectively i ，ramp i+1 ，...，ramp j-1 ，ramp j . The ramp length is respectively s i+1 -s i ，s i+2 -s i ，... ，s j -s j-1 . As the corresponding position of the long ascending inlet of the figure 4 is set as S j And the middle slope segment is somewhat uncertain, so the subscript is designed to push from both sides to the middle. The first slope before the large and big ascending is ramp j ，v up_1... v up_n The train speed obtained by the maximum traction operation of each slope before the long ascending is respectively as follows:
if v is up_i+1 >v i-config Then v is up_i+1 =v 0-config
…
By analogy, FIG. 5 is a schematic diagram of the ATO speed curve before the long and large uphill slope through the continuous long and large uphill slope, wherein v is begin Predicting the speed of the train entering the long and large ascending slope entrance for the current speed of the train as follows:
if v is up_j 
v j ，v j To reverse the lowest inlet velocity, v up_j If the train speed is obtained by the maximum traction operation of the j ramp, the train can not pass through the front ramp, and the position of the train in advance for stopping is calculated; if v is up_j >v j And the train can safely pass through the front ramp, and the automatic driving system controls the train to continuously run.
(3) The train can not pass the calculation of the advanced parking position
The stop position of the train needs to be calculated in advance because the train can not pass through the front ramp due to the limited speed, namely the train can pass through the front ramp after starting from the stop position, wherein v j The lowest entrance speed of the big up-slope in the front and the first slope of the big up-slope is ramp j Then pass v j The distance between the stop position of the reverse-push train and the long and large ascending starting position is as follows:
if dis j 
s _ rampj, wherein s _ rampj isThe jth ramp length, and ramp j If the train is not in a long downhill, the train is parked on the first ramp before the long uphill, and the train parking position is s j -dis j If ramp j For a long downhill, the train is at s j -dis j Stopping on the front small slope if dis j >s_ramp j When the train stops on the first slope before the long ascending and cannot pass through the front slope, whether the train can stop on the previous slope needs to be continuously calculated, and the speed of the train is accelerated from 0 to v j The distance required for acceleration is: />
p is the number of the middle slope sections from the long and large ascending slope entrance to the estimated stop position of the train, and the value range is [0]Wherein v is j-m According to the speed value obtained by reversely deducing the speed of the entrance of the big and big ascending slope, the calculation method comprises the following steps:
;
if dis
s_ramp j -m-1, and ramp j When m-1 is not long and downhill, the train parking position is set as s j -dis-（ramp j +...+s_ramp j -m), if ramp j When m-1 is a long downhill, the train is at s n -dis n-1 Stopping on the front small slope if dis>s_ramp j M-1, then continue to calculate the parking spot position, if when m = j-i, dis still exists>s_ramp j M-1, i.e. the train cannot pass through a long uphill slope ahead while running with maximum traction, and the train stops on a small ramp after passing through the long uphill slope.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A method for controlling the long-term ascending operation of a train is characterized by comprising the following steps:
dividing the long upslope into a plurality of slope segments, and reversely deducing the lowest entrance speed of each slope segment from the last slope segment forwards;
judging whether the train can pass through a long upslope or not according to the lowest entrance speed of each slope section;
if the train can pass through the large-sized upslope, the automatic driving system controls the train to pass through the large-sized upslope;
if the vehicle can not pass through the parking device, the parking position in front of the slope is calculated and the vehicle is parked.
2. The method for controlling the long ascending slope of the train according to claim 1,
the backward thrust from the last slope segment forward through the lowest inlet speed of each slope segment specifically comprises:
taking the passing speed of the last slope segment n as V n The initial speed V of the slope section n-1 ，V n-1 Also the end speed of the preceding slope segment n-1, where V n-1 >V n The relationship is as follows:
V 2 n-1 -V 2 n =2as；
wherein a is the acceleration, s is the distance of the last slope segment n, and the passing speed V when passing through the last slope segment n n Minimum 0, then V is available n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
3. The method for controlling the long ascending slope operation of the train according to claim 2,
the acceleration a passes through the maximum traction acceleration a T Ramp resistive acceleration a ramp And running resistance acceleration a r The calculation result is that:
a=a ramp -（a T -a r ）。
4. the method for controlling the long ascending slope operation of the train according to claim 2,
if the calculated lowest inlet speed is greater than the allowable highest speed, then the lowest inlet speed = the allowable highest speed.
5. The method for controlling the long ascending slope of the train according to claim 1,
the method for judging whether the train can pass through a long upslope or not according to the lowest entrance speed of each slope section specifically comprises the following steps:
and judging whether the train can meet the lowest entrance speed when entering the slope section, and if the train meets the lowest entrance speed of each slope section of the long upslope, judging that the train can pass the long upslope.
6. The method for controlling the long ascending slope of the train according to claim 1,
the calculating of the parking position in front of the ramp specifically comprises:
and if the train cannot pass through the front ramp due to the speed limit, calculating the parking position of the train in advance, namely the position which is closest to the ramp and can pass through the front ramp after the train starts from the parking position.
7. The method for controlling the long ascending slope operation of the train according to claim 6,
the train can pass through the position nearest to the ramp of the preceding ramp after the departure from the parking position, specifically include:
for the jth ramp, v j The lowest entrance speed of the big up-slope in the front and the first slope of the big up-slope is ramp j By v j The distance between the stopping position of the reverse-push train and the starting position of the long ascending slope and the distance dis required by the acceleration of the train j Comprises the following steps:
wherein a is T （v j ) Acceleration corresponding to maximum traction, a rampj Acceleration of the ramp resistive force, a r （v j ) Acceleration is the running resistance;
if dis j 
s _ ramp, where s _ ramp is the jth ramp length, and ramp j If the train is not in a long downhill, the train is parked on the first ramp before the long uphill, and the train parking position is s j -dis j At this time, the distance from the ramp is dis j (ii) a If ramp j If the train is in a long downhill state, the train is in s j -dis j Parking on the front small slope;
if di j >s _ rampj, the train can not pass through the front ramp after stopping on the first ramp before the long ascending, and whether the train can stop on the front ramp needs to be continuously calculated;
and repeating the steps until the position which is closest to the ramp and can pass through the front ramp after the train is started from the parking position is calculated.
8. The utility model provides a train grows up slope operation control's device which characterized in that includes: a minimum entrance speed calculation unit, a judgment unit and a control unit;
a minimum entry speed calculation unit for dividing the growing uphill into a plurality of slope segments and backward-deducing the minimum entry speed through each slope segment from the last slope segment;
the judging unit is used for judging whether the train can pass through a long ascending slope or not according to the lowest entrance speed of each slope section;
the control unit is used for controlling the train to pass through a long and large ascending slope by the automatic driving system if the train can pass through the long and large ascending slope; if the vehicle can not pass through the parking device, the parking position in front of the slope is calculated and the vehicle is parked.
9. The device for controlling the long ascending slope of the train according to claim 8,
the minimum entry speed calculation unit is specifically configured to:
taking the passing speed of the last slope segment n as V n The initial speed V of the slope section n-1 ，V n-1 Also the end speed of the preceding slope segment n-1, where V n-1 >V n The relationship is as follows:
V 2 n-1 -V 2 n =2as；
wherein a is the acceleration, s is the distance of the last slope segment n, and the passing speed V is n Minimum 0, then obtainable V n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
10. The device for controlling the long ascending slope of the train according to claim 9,
the acceleration a passes through the maximum traction acceleration a T Ramp resistance acceleration a ramp And running resistance acceleration a r The calculation result is that:
a=a ramp -（a T -a r ）。
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