CN115973206B - Method and device for controlling long and large up-slope running of train - Google Patents
Method and device for controlling long and large up-slope running 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 long and large upward running of a train. The invention provides a method and a device for controlling a train to run on a long and large upward slope, which are combined with the actual control experience of the train, take the speed which cannot be relieved as a speed planning starting point, plan a running curve of the train at a low speed under a front long and large upward slope line in advance, further judge whether the train can pass the front long and large upward slope, and plan a train stopping curve if the train cannot pass the front long and large upward slope, so that the train stops on a small slope. If the train cannot pass through the front ramp due to limit of the line speed, after the line speed is limited and raised, the train is restarted, and the stopping position of the train is ensured to pass through the front ramp after restarting. The invention avoids the problem that the train slides under the condition of long and large ascending slope, and further realizes the speed control of the train under the long and large ascending slope 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 upward running of a train.
Background
The automatic train running system needs to ensure that the train runs stably under different line conditions, wherein the safe running of the train under the condition of long and large uphill lines is very important.
When the train runs on the long and large upward slope, the gravity component force along the direction of the slope is increased, and the large and large upward slope needs enough traction force to offset the gravity component force along the direction of the slope so as to ensure the stable running of the train. Before the train enters the long ascending slope, whether the train can pass through the front long ascending slope needs to be judged in advance, if the train still runs at a reduced speed after the maximum electric traction force is applied to the long ascending slope, the train needs to be reversely pushed according to the configuration speed (the lowest point of the train speed-configurable) to enter the lowest entrance speed of the starting point of the long ascending slope, and further whether the train can pass through the slope is judged in advance before the train enters the slope, if the train cannot pass through the slope, the train stopping position needs to be calculated in advance, and the train is prevented from sliding backwards or sliding downwards due to the fact that the train stops on the large ascending slope or the large descending slope. After the train is stopped, if the front long ascending speed is limited and lifted, the train is judged to be restarted under the new speed limit and can pass through the ramp, and then the train is restarted to run, and finally the long ascending speed control is completed.
When the train runs on a long and large uphill slope, the train can not pass through the slope due to the limit of the slope, the limit of line speed and traction force. Especially for heavy-duty locomotives, the heavy-duty locomotives have large load and long marshalling, and the safety problem is more easily caused by insufficient traction force on long and large uphill lines. When the train runs on a complex road condition, the train automatic system (ATO, automatic Train Operation) needs to plan a train running curve in advance, so that the problems of train drag hook, hook breakage, backward slip and the like caused by overlarge and overlong line gradient are prevented, and when the train runs on a long and high-rise slope, the train cannot pass through the slope due to the limit of the slope, the limit of the line speed and the traction force. The locomotive can slide backward when the locomotive stops on a long ascending slope, so that the safety problem is caused, the curve planning in the running process of the train is very necessary, and the running safety problem of the train on a long ascending slope line is also widely paid attention.
In the development process of the automatic driving control algorithm of the train, an effective control method is designed aiming at long and large uphill running so as to ensure that the train can safely run under the long and large uphill line condition.
Disclosure of Invention
Aiming at the problems, the invention provides a method and a device for controlling long and large upward running of a train.
A method for controlling long and large up-slope running of a train, the method comprising:
dividing the long up-slope into a plurality of slope sections, and pushing the last slope section forward and reversely through the lowest entrance speed of each slope section;
judging whether the train can pass through a long ascending slope according to the lowest entrance speed of each slope section;
if the train can pass through the long and large uphill slope, the automatic driving system controls the train to pass through the long and large uphill slope;
if the vehicle cannot pass through the road, the parking position before the ramp is calculated and the vehicle is parked.
Further, the minimum inlet speed of the reverse pushing from the last slope section to each slope section specifically comprises:
at the last slope section n passing speed of V n The initial speed V of the slope section n-1 ，V n-1 Also the ending speed of the previous slope segment n-1, where V n-1 >V n The relation accords with:
V 2 n-1 -V 2 n =2as；
where a is the acceleration and s is the distance from the last slope segment n, and the speed V is the speed of the last slope segment n n At least 0, then V is obtainable 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 is the maximum traction acceleration a T Resistance acceleration a of ramp ramp And running resistance acceleration a r The calculation results are 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 = allowable highest speed.
Further, the step of judging whether the train can pass through the long ascending slope according to the lowest entrance speed of each slope section specifically comprises the following steps:
judging whether the train can meet the minimum entrance speed when entering the slope section, and judging that the train can pass through the long and upward slope if the train meets the minimum entrance speed of each slope section of the long and upward slope.
Further, the calculating the parking position before the ramp specifically includes:
the speed limit of the train cannot pass through the front ramp, so that the stopping position of the train is calculated in advance, namely, the nearest position of the train, which can pass through the front ramp after the train starts from the stopping position, is calculated.
Further, the position, closest to the ramp, of the front ramp after the train starts from the parking position, specifically includes:
taking the jth ramp as an example, v j For the lowest entrance speed of the long ascending slope in front, the first slope before the long ascending slope is ramp j Then need to pass through v j The distance between the stopping position of the reverse-push train and the starting position of the long ascending slope is the distance between the stopping position and the starting position of the long ascending slope, and the distance dis required by the acceleration of the train is the distance dis j The method comprises the following steps:
；
wherein a is T （v j ) Acceleration corresponding to maximum traction force, a rampj For ramp resistance acceleration, a r （v j ) Acceleration for running resistance;
if dis j s_ramp j, where s_ramp j is the j-th ramp length, and ramp j If the train does not run down the long slope, the train stops on the first slope before running up the long slope, and the train stopping position is s j -dis j At this time, the distance from the ramp is dis j The method comprises the steps of carrying out a first treatment on the surface of the If ramp j For long and large downhill, the train is in s j -dis j Parking on a front small ramp;
if dis j >s_ramp j, wherein the train cannot pass through the front ramp after stopping on the first ramp before ascending a long ramp, and whether the train can stop on the previous ramp is required to be continuously calculated;
the steps are repeated until the nearest position of the front ramp, which is away from the ramp after the train starts from the parking position, is calculated.
A device for controlling long and large up-slope running of a train, comprising: the device comprises a minimum inlet speed calculation unit, a judging unit and a control unit;
the minimum inlet speed calculation unit is used for dividing the long and large upward slope into a plurality of slope sections and reversely pushing the minimum inlet speed passing through each slope section forwards from the last slope section;
the judging unit is used for judging whether the train can pass through a long ascending slope 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 uphill by the automatic driving system if the train can pass through the long and large uphill; if the vehicle cannot pass through the road, the parking position before the ramp is calculated and the vehicle is parked.
Further, the minimum inlet speed calculating unit is specifically configured to:
at the last slope section n passing speed of V n The initial speed V of the slope section n-1 ，V n-1 Also the ending speed of the previous slope segment n-1, where V n-1 >V n The relation accords with:
V 2 n-1 -V 2 n =2as；
where a is the acceleration and s is the distance from the last slope segment n, and the speed V is the speed of the last slope segment n n At least 0, then V is obtainable 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 is the maximum traction acceleration a T Resistance acceleration a of ramp ramp And running resistance acceleration a r The calculation results are that:
a=a ramp -（a T -a r ）。
the invention provides a method and a device for controlling a train to run on a long and large upward slope, which are combined with the actual control experience of the train, take the speed which cannot be relieved as a speed planning starting point, plan a running curve of the train at a low speed under a front long and large upward slope line in advance, further judge whether the train can pass the front long and large upward slope, and plan a train stopping curve if the train cannot pass the front long and large upward slope, so that the train stops on a small slope. If the train cannot pass through the front ramp due to limit of the line speed, after the line speed is limited and raised, the train is restarted, and the stopping position of the train is ensured to pass through the front ramp after restarting.
The invention avoids the problem that the train slides under the condition of long and large ascending slope, and further realizes the speed control of the train under the long and large ascending slope 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 may 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 of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for controlling long and large upward running of a train according to an embodiment of the invention;
FIG. 2 is a schematic diagram of a device for controlling long and large upward running of a train according to an embodiment of the invention;
FIG. 3 is a schematic diagram of train operation under continuous uphill conditions in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of the speed profile of ATO before passing through a single long uphill according to an embodiment of the present invention;
FIG. 5 is a graph showing the speed profile of ATO before going up a slope with continuous growth in accordance with an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The long and large upward slope exists widely in the railway, and the running curve is required to be planned in advance under the condition of the long and large upward slope line to judge whether the train can safely pass. The invention provides a method and a device for controlling running of a long and large upward slope of a train, which are used for designing a speed curve aiming at the long and large upward slope, judging whether the train can safely pass through a front slope according to the planned curve before entering the long and large upward slope, planning the position of a train stopping point if the train cannot pass through the front slope, ensuring that the train can safely stop on a small slope, and ensuring that the train can safely pass through the front slope after the speed limit is increased if the speed limit is too low.
In a first aspect, as shown in fig. 1, the present invention provides a method for controlling long and large uphill running of a train, where the method includes:
dividing the long up-slope into a plurality of slope sections, and pushing the last slope section forward and reversely through the lowest entrance speed of each slope section;
judging whether the train can pass through a long ascending slope according to the lowest entrance speed of each slope section;
if the train can pass through the long and large uphill slope, the automatic driving system controls the train to pass through the long and large uphill slope;
if the vehicle cannot pass through the road, the parking position before the ramp is calculated and the vehicle is parked.
When the method is implemented, a train running curve of the train at a low speed under a long front uphill line is planned in advance, whether the train can pass the long front uphill line or not is further judged, and if the train cannot pass the long front uphill line, a train stopping curve is planned, so that the train stops on a small slope. If the train cannot pass through the front ramp due to limit of the line speed, after the line speed is limited and raised, the train is restarted, and the stopping position of the train is ensured to pass through the front ramp after restarting.
In this embodiment, the lowest inlet speed of the forward reverse thrust from the last slope segment through each slope segment specifically includes:
at the last slope section n passing speed of V n The initial speed V of the slope section n-1 ，V n-1 Also the ending speed of the previous slope segment n-1, where V n-1 >V n The relation accords with:
V 2 n-1 -V 2 n =2as；
where a is the acceleration and s is the distance from the last slope segment n, and the speed V is the speed of the last slope segment n n At least 0, then V is obtainable 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 is the acceleration a through the maximum traction force T Resistance acceleration a of ramp ramp And running resistance acceleration a r The calculation results are that:
a=a ramp -（a T -a r ）。
in this embodiment, if the calculated lowest inlet speed is greater than the allowable highest speed, then the lowest inlet speed=the allowable highest speed.
In this embodiment, the determining, according to the lowest entry speed of each slope segment, whether the train can pass through the long uphill specifically includes:
judging whether the train can meet the minimum entrance speed when entering the slope section, and judging that the train can pass through the long and upward slope if the train meets the minimum entrance speed of each slope section of the long and upward slope.
In this embodiment, the calculating the parking position before the ramp specifically includes:
the speed limit of the train cannot pass through the front ramp, so that the stopping position of the train is calculated in advance, namely, the nearest position of the train, which can pass through the front ramp after the train starts from the stopping position, is calculated.
In this embodiment, the position closest to the ramp that can pass through the front ramp after the train starts from the parking position specifically includes:
taking the jth ramp as an example, v j For the lowest entrance speed of long and upward slope at the front, longThe first gradient of the big uphill is ramp j Then need to pass through v j The distance between the stopping position of the reverse-push train and the starting position of the long ascending slope is the distance between the stopping position and the starting position of the long ascending slope, and the distance dis required by the acceleration of the train is the distance dis j The method comprises the following steps:
；
wherein a is T （v j ) Acceleration corresponding to maximum traction force, a rampj For ramp resistance acceleration, a r （v j ) Acceleration for running resistance;
if dis j s_ramp j, where s_ramp j is the j-th ramp length, and ramp j If the train does not run down the long slope, the train stops on the first slope before running up the long slope, and the train stopping position is s j -dis j At this time, the distance from the ramp is dis j The method comprises the steps of carrying out a first treatment on the surface of the If ramp j For long and large downhill, the train is in s j -dis j Parking on a front small ramp;
if dis j >s_ramp j, wherein the train cannot pass through the front ramp after stopping on the first ramp before ascending a long ramp, and whether the train can stop on the previous ramp is required to be continuously calculated;
the steps are repeated until the nearest position of the front ramp, which is away from the ramp after the train starts from the parking position, is calculated.
In a second aspect, as shown in fig. 2, an apparatus for controlling long and large uphill running of a train includes: minimum inlet speed calculation unit, judgment unit and control unit
The minimum inlet speed calculation unit is used for dividing the long and large upward slope into a plurality of slope sections and reversely pushing the minimum inlet speed passing through each slope section forwards from the last slope section;
the judging unit is used for judging whether the train can pass through a long ascending slope 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 uphill by the automatic driving system if the train can pass through the long and large uphill; if the vehicle cannot pass through the road, the parking position before the ramp is calculated and the vehicle is parked.
In this embodiment, the minimum inlet speed calculating unit is specifically configured to:
at the last slope section n passing speed of V n The initial speed V of the slope section n-1 ，V n-1 Also the ending speed of the previous slope segment n-1, where V n-1 >V n The relation accords with:
V 2 n-1 -V 2 n =2as；
where a is the acceleration and s is the distance from the last slope segment n, and the speed V is the speed of the last slope segment n n At least 0, then V is obtainable 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 is the acceleration a through the maximum traction force T Resistance acceleration a of ramp ramp And running resistance acceleration a r The calculation results are that:
a=a ramp -（a T -a r ）。
in specific implementation, the device for controlling the long and large upward running of the train and the method for controlling the long and large upward running of the train are in one-to-one correspondence, and are not described in detail herein.
In order for those skilled in the art to better understand the present invention, the principles of the present invention are described below with reference to the accompanying drawings:
the invention provides a method and a device for controlling a train to run on a long and large upward slope, which are combined with the actual control experience of the train, take the speed which cannot be relieved as a speed planning starting point, plan a running curve of the train at a low speed under a front long and large upward slope line in advance, further judge whether the train can pass the front long and large upward slope, and plan a train stopping curve if the train cannot pass the front long and large upward slope, so that the train stops on a small slope. If the train cannot pass through the front ramp due to limit of the line speed, after the line speed is limited and raised, the train is restarted, and the stopping position of the train is ensured to pass through the front ramp after restarting.
1. Control process of long and large up-slope train
Under the condition that the gradient of the front line is an ascending slope, the control process of the automatic driving system in the long ascending slope is as follows:
1. the automatic driving system judges whether the front part enters a long ascending slope or not, and acquires the length and the gradient of the long ascending slope of the front part (the long ascending slope is that the gradient of a line exceeds 6 per mill, the length is 8km or more, the gradient of the line exceeds 12 per mill, the length is 5km or more, the gradient of the line exceeds 20 per mill, and the length is 2km or more);
2. the automatic driving system calculates whether the train can run in an accelerating way under the maximum traction force after entering a slope, if the train can run in an accelerating way and the speed limit is unchanged or the speed limit is increased, the automatic driving system maintains the traction force unchanged to the end point of a long and large uphill, if the speed limit is reduced, the traction force is reduced or the train is turned into idle running before the speed limit point, so that the speed of the train is reduced to be lower than the speed limit and the train continues to run; if the operation cannot be accelerated, performing the step 3;
3. if the condition is satisfied under the current gradient (the current maximum traction force-basic resistance is less than the equivalent resistance of the gradient of the long ascending slope), namely the train is in decelerating operation under the condition of the long ascending slope line, the automatic driving system judges whether the train stops in the long ascending slope operation process;
4. according to the configured lowest speed reverse-pushing train passing through the lowest entrance speed before the ramp, if the subsequent ramp is long and upslope, the lowest entrance speed before the train enters the continuous ramp is judged to be smaller than the actual speed of the train entering the ramp by one ramp reverse-pushing train passing through the lowest speeds of all ramps, the train can safely pass through the continuous long and upslope, otherwise, the step 5 is entered;
5. calculating the parking position before the ramp, controlling the train to park by an automatic driving system, and entering a step 6 if the speed limit is improved;
6. the automatic driving system judges that the train can pass through the front ramp, and controls the train to restart through the front ramp.
(1) Maximum speed calculation method for running train from current position to long and large ascending starting point
Judging whether the train can pass through the long and large slopes, judging the running condition of the train on each slope, and stopping the train before the slopes if the train cannot pass through all slopes.
FIG. 3 is a diagram of train operation in a continuous uphill condition, wherein the speed limit of the line at the speed reduction point 1 is v 1 The speed limit of the line at the speed reducing point 2 is v 2 The speed limit of the line at the speed reducing point 3 is v 3 If there are more deceleration points, the speed limit of the n-line of the deceleration points is v n Because the speed of the train is lower than the speed limit, the highest speed of the train at each speed reduction point is v 1-config 、v 2-config 、v 3-config ，...，v n-config And (3) representing. Regional speed limits (line speed limits) must not be exceeded, and typically, for safety reasons, a threshold value is subtracted from the speed limit during train control to serve as the highest speed limit.
Wherein successive ramps use ramp respectively 1 ，ramp 2 ，...，ramp n The speed limiting point and the ramp starting point are taken as boundary points, and the distance between the boundary 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 Is a speed limit value and is not corresponding to the gradient.
The corresponding ramp deceleration is jointly 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 calculating method comprises the following steps of:
wherein a, b and c are running resistance coefficients, the first two items describe rolling resistance of the train, and the square coefficient of the third speed represents that the train is influenced by air resistance, and the values of the different types of trains a, b and c are different; a, a resis Abbreviated as a r The method comprises the steps of carrying out a first treatment on the surface of the The running resistance of the train at different speeds is a r (v s_n-1 )，a r (v s_n-2 )，...，a r (v s_0 ) And (3) representing.
Maximum traction force root at different speedsConfiguring according to the vehicle parameter file, wherein a is used for acceleration corresponding to the maximum traction force under different speeds of the train respectively, and the vehicle type is different, the traction force configuration parameters are different T (v s_n-1 )，a T (v s_n-2 )，...，a T (v s_0 ) And (3) representing.
The deceleration calculation method under different gradients and speed limits is as follows:
at a slope ramp n Under the line condition, the deceleration of the reverse thrust train at the deceleration point n-1 is a n-1
The normal gradient can be converted to obtain that one thousandth of the gradient corresponds to 1cm/s 2 Deceleration rate.
If there are multiple deceleration points in the middle of the ramp, the deceleration of the train is calculated at each deceleration point, and the ramp is at the gradient ramp n Starting position, the deceleration of the reverse train is a n-2 ,
…
And so on, at the slope ramp 0 Under the line condition, the deceleration of the reverse pushing train at the deceleration point 1 is a 1 ,
At a slope ramp 0 The initial position is lowered, the deceleration of the reverse pushing train at the descending speed point 0 is a 0 ,
Calculating the minimum reverse thrust speed of each deceleration point according to the deceleration of the deceleration point to obtain the minimum passing speed of the train at the initial position of the gradient, and at the deceleration point n-1, the minimum entrance speed of the reverse thrust train is as follows:
if v s_n-1 >v n-1-config The reverse thrust speed is larger than the highest entrance speed limit, the fact that the train cannot pass through the speed limit is judged, and the lowest entrance speed of the reverse thrust train after the speed limit is raised is continuously calculated;
if a plurality of deceleration points exist in the middle of the ramp, the lowest entrance speeds of the trains are reversely pushed at the deceleration points one by one, and at the deceleration point n-2, the reversely pushed lowest speeds are as follows:
if v s_n-2 >v n-2-config And judging that the train cannot pass under the speed limit, and continuously calculating the lowest entrance speed of the reverse pushing train after the speed limit is raised.
And so on, at the deceleration point 1, namely the slope starting position, the minimum speed is obtained by back-pushing:
if v s_1 >v 1-config And judging that the train cannot pass under the speed limit, and continuously calculating the lowest entrance speed of the reverse pushing train after the speed limit is raised.
And so on, at the deceleration point 0, namely the slope starting position, the minimum speed is obtained by back-pushing:
if v s_0 >v 0-config Judging that the train cannot pass under the speed limit, otherwise v s_0 Is the lowest entry speed of the train.
v is the train speed when entering a long and large uphill, if v s_0 >v, judging that the train cannot pass through the current long ascending slope.
(2) Method for judging condition of train passing long and large uphill safely
The automatic driving system judges whether the train can safely pass through the long and upstream slope at the front, firstly judges whether the command speed before entering the long and upstream slope is greater than the minimum passing speed obtained by reverse thrust, v j To back-push the lowest inlet velocity, i.e. v is required 0-config >v j Wherein otherwise, the train cannot pass through the front ramp and needs to stop in advance.
If the command speed meets the minimum entrance speed requirement of the ramp, the speed of the train entering the long and ascending initial position is predicted after the train enters the ascending ramp, fig. 4 is a schematic diagram of the speed predicted to reach the single long and ascending initial position according to the front speed, and from the safety consideration, in order to avoid errors of theoretical and actual train operation, the speed of the train cannot be reduced to 0 in the ascending process, so that the speed cannot be relieved, and the speed value is configured according to the actual situation.
If the condition of passing the ramp cannot be met when the train runs to the starting position of the long and large upward slope with the maximum traction force, the train needs to stop in advance, and the predicted speed calculation method is as follows, wherein the gradients of the train before entering the long and large upward slope are respectively ramp i ，ramp i+1 ，...，ramp j-1 ，ramp j . The ramp lengths are s respectively i+1 -s i ，s i+2 -s i ，... ，s j -s j-1 . Since the corresponding position of the long and large uphill entrance is set as S in FIG. 4 j And the middle slope segment is somewhat ambiguous, the subscript is designed to push from both sides to the middle. The first gradient before the long and large up-slope is ramp j ，v up_1... v up_n Train speed obtained by running each ramp with maximum traction force before long and large uphill respectively:
if v up_i+1 >v i-config V is then up_i+1 =v 0-config
…
Similarly, FIG. 5 shows ATO passage according to an embodiment of the present inventionA schematic diagram of a speed curve before continuously growing up a slope, wherein v is before the starting position of the long up slope begin The speed of the train entering the long and large ascending slope entrance is predicted as the current speed of the train:
if v up_j v j ，v j To back-thrust the lowest inlet velocity, v up_j If the train speed obtained by j ramp running with the maximum traction force is the train speed, the train cannot pass through the front ramp, and the train stopping position in advance is calculated; if v up_j >v j The train can safely pass through the front ramp, and the automatic driving system controls the train to continue running.
(3) The train cannot be calculated by the advanced parking position
The train can not pass through the front ramp due to speed limit, so that the stopping position of the train needs to be calculated in advance, namely the train can pass through the front ramp after starting from the stopping position, wherein v j For the lowest entrance speed of the long ascending slope in front, the first slope before the long ascending slope is ramp j Then need to pass through v j The distance between the stopping position of the reverse-push train and the starting position of the long ascending slope is as follows:
if dis j s_ramp j, where s_ramp j is the j-th ramp length, and ramp j If the train does not run down the long slope, the train stops on the first slope before running up the long slope, and the train stopping position is s j -dis j If ramp j For long and large downhill, the train is in s j -dis j Front small ramp stopping, if dis j >s_ramp j The train can not pass through the front ramp after stopping at the first ramp before going up a long and large ramp, and the train energy needs to be continuously calculatedIf the train stops on the previous ramp, the train accelerates from 0 to v j The distance required for acceleration is:
;
p is the number of intermediate gradient sections from the long uphill entrance to the estimated parking position of the train, and the value range is [0, j-i ]]Wherein v is j-m According to the speed value obtained by the reverse thrust of the inlet speed of the long and large uphill, the calculation method comprises the following steps:;
if diss_ramp j -m-1, and ramp j -m-1 is not long and is descending slope, the train stopping position is s j -dis-（ramp j +...+s_ramp j -m) if ramp j -m-1 is a long downhill slope, the train is at s n -dis n-1 Front small ramp stopping, if dis>s_ramp j -m-1, then continue to calculate the parking spot position, if dis still exists when m=j-i>s_ramp j M-1, i.e. the train is not able to pass the front long uphill with maximum traction and the train stops on a small ramp after passing the last long uphill.
Although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (9)
1. A method for controlling long and large upward running of a train, the method comprising:
dividing the long up-slope into a plurality of slope sections, and pushing the last slope section forward and reversely through the lowest entrance speed of each slope section;
judging whether the train can pass through a long ascending slope according to the lowest entrance speed of each slope section;
if the train can pass through the long and large uphill slope, the automatic driving system controls the train to pass through the long and large uphill slope;
if the vehicle cannot pass through the road, the parking position before the ramp is calculated and the vehicle is parked.
2. The method for controlling long and large upward running of a train according to claim 1, wherein,
the lowest inlet speed of the reverse pushing from the last slope section to each slope section comprises the following steps:
at the last slope section n passing speed of V n The initial speed V of the slope section n-1 ，V n-1 Also the ending speed of the previous slope segment n-1, where V n-1 >V n The relation accords with:
V 2 n-1 -V 2 n =2as；
where a is the acceleration and s is the distance from the last slope segment n, and the speed V is the speed of the last slope segment n n At least 0, then V is obtainable 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 long and large upward running of a train according to claim 2, wherein,
the acceleration a is the maximum traction acceleration a T Resistance acceleration a of ramp ramp And running resistance acceleration a r The calculation results are that:
a=a ramp -（a T -a r ）。
4. the method for controlling long and large upward running of a train according to claim 1, wherein,
judging whether the train can pass through the long and large uphill according to the lowest entrance speed of each slope section, and specifically comprising the following steps:
judging whether the train can meet the minimum entrance speed when entering the slope section, and judging that the train can pass through the long and upward slope if the train meets the minimum entrance speed of each slope section of the long and upward slope.
5. The method for controlling long and large upward running of a train according to claim 1, wherein,
the calculating of the parking position before the ramp specifically comprises the following steps:
the speed limit of the train cannot pass through the front ramp, so that the stopping position of the train is calculated in advance, namely, the nearest position of the train, which can pass through the front ramp after the train starts from the stopping position, is calculated.
6. The method for controlling long and large upward traveling of a train according to claim 5, wherein,
the nearest position of the front ramp, which is the distance from the ramp, can be reached after the train starts from the parking position, specifically comprises:
for the jth ramp, v j For the lowest entrance speed of the long ascending slope in front, the first slope before the long ascending 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 is the distance between the stopping position and the starting position of the long ascending slope, and the distance dis required by the acceleration of the train is the distance dis j The method comprises the following steps:
；
wherein a is T （v j ) Acceleration corresponding to maximum traction force, a rampj For ramp resistance acceleration, a r （v j ) Acceleration for running resistance;
if dis j <s_ramp j, where s_ramp j is the j-th ramp length, and ramp j If the train does not run down the long slope, the train stops on the first slope before running up the long slope, and the train stopping position is s j -dis j At this time, the distance from the ramp is dis j The method comprises the steps of carrying out a first treatment on the surface of the If ramp j For long and large downhill, the train is in s j -dis j Front small ramp parking, S j To grow up and go up slopeThe corresponding position of the inlet;
if dis j >s_ramp j, wherein the train cannot pass through the front ramp after stopping on the first ramp before ascending a long ramp, and whether the train can stop on the previous ramp is required to be continuously calculated;
the steps are repeated until the nearest position of the front ramp, which is away from the ramp after the train starts from the parking position, is calculated.
7. The device for controlling the long and large upward slope running of the train is characterized by comprising: the device comprises a minimum inlet speed calculation unit, a judging unit and a control unit;
the minimum inlet speed calculation unit is used for dividing the long and large upward slope into a plurality of slope sections and reversely pushing the minimum inlet speed passing through each slope section forwards from the last slope section;
the judging unit is used for judging whether the train can pass through a long ascending slope 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 uphill by the automatic driving system if the train can pass through the long and large uphill; if the vehicle cannot pass through the road, the parking position before the ramp is calculated and the vehicle is parked.
8. The device for controlling long and large upward running of train according to claim 7, wherein,
the minimum inlet speed calculating unit is specifically configured to:
at the last slope section n passing speed of V n The initial speed V of the slope section n-1 ，V n-1 Also the ending speed of the previous slope segment n-1, where V n-1 >V n The relation accords with:
V 2 n-1 -V 2 n =2as；
where a is the acceleration and s is the distance from the last slope segment n, and the speed V is the speed of the last slope segment n n At least 0, then V is obtainable n-1 The minimum value is the lowest inlet speed;
the lowest entry speed for each slope segment is calculated in turn.
9. The device for controlling long and large upward running of train according to claim 8, wherein,
the acceleration a is the maximum traction acceleration a T Resistance acceleration a of ramp ramp And running resistance acceleration a r The calculation results are that:
a=a ramp -（a T -a r ）。
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