CN116039730B - Train operation control method and system - Google Patents
Train operation control method and system Download PDFInfo
- Publication number
- CN116039730B CN116039730B CN202310334863.1A CN202310334863A CN116039730B CN 116039730 B CN116039730 B CN 116039730B CN 202310334863 A CN202310334863 A CN 202310334863A CN 116039730 B CN116039730 B CN 116039730B
- Authority
- CN
- China
- Prior art keywords
- train
- speed
- traction
- section
- acceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention provides a train operation control method and a train operation control system, which relate to the technical field of rail transit, wherein the method comprises the following steps: when the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, controlling the train to continue to run according to the command speed curve; and under the condition that the current speed of the train is smaller than the preset speed due to the existence of temporary speed limit of the train running track section, determining a second position where the train starts to accelerate, and starting to control the train to accelerate to run to the first position at the configured inlet acceleration at the second position. The invention can ensure that the train has enough entrance speed to stably transit the non-electric section when passing through the phase separation, and avoid the train from falling into the non-electric section.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train operation control method and system.
Background
In recent years, with the accelerated development of new urban construction, it is gradually difficult for the existing urban rail transit system to meet the travel demands between urban areas and suburbs, and inter-urban railways and urban (suburb) railways become new directions for urban mass transit development. In order to further improve one-stop experience from the city to the city and shorten the transfer time of passengers, a double-flow train which supports both alternating current power supply and direct current power supply is generated.
Unlike available single DC or AC power supply train, the double-flow train may run separately in DC section and AC section, and the different power supply sections have great difference in the traction braking characteristic, such as the traction force in AC section is greater than that in DC section, the traction force varies with different speed, the highest allowable running speed in different power supply sections is different, and the like.
In addition, in some phase separation areas, such as alternating current-direct current phase separation, the traction braking characteristic of a single direct current or alternating current section is used for controlling the train, so that the deviation between the actual speed of the train and the ideal command speed is possibly too large, the speed in the phase separation is too low, and finally the train is stopped in a non-electric section, so that the operation efficiency is greatly influenced.
Therefore, how to make the train smoothly transit the neutral section is a problem that needs to be solved at present.
Disclosure of Invention
The train operation control method and system provided by the invention are used for solving the problem that the train cannot be ensured to stably transit the electroless section in the prior art.
The invention provides a train operation control method, which comprises the following steps:
when the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, the train is controlled to continue to run according to a command speed curve, the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the automatic train monitoring system planning interval;
and under the condition that the current speed of the train is smaller than the preset speed due to the existence of temporary speed limit of the train running track section, determining a second position where the train starts to accelerate, and controlling the train to accelerate to the first position at a configured inlet acceleration at the second position, wherein the second position is a position where the train is controlled to accelerate to the first position at the inlet acceleration, and the speed of the train is larger than or equal to the preset speed.
According to the train operation control method provided by the invention, after the second position starts to control the train to accelerate to operate to the first position at the configured entrance acceleration, the method further comprises the following steps:
Stopping outputting traction to the train at the first location until the train enters an electrified section;
and when the train enters the electricity-powered section, the traction output to the train is recovered.
According to the method for controlling train operation provided by the invention, when the movement authorization range of the train includes the first position and the current speed of the train is smaller than the preset speed due to temporary speed limitation of the train operation track section, the determining the second position where the train starts accelerating includes:
determining the delay speed and delay position of the train according to a traction acceleration and speed-level mapping table corresponding to a power supply section where the current position of the train is located;
determining a command speed at the delay position according to the preset speed, the inlet acceleration, the first position and the delay position;
the second position where the delay speed is equal to the commanded speed is determined.
According to the train operation control method provided by the invention, the delay speed and delay position of the train are determined according to the traction acceleration and speed-level mapping table corresponding to the power supply section where the current position of the train is located, and the method comprises the following steps:
Under the condition that a power supply section where the current position of the train is located is a direct current section, determining a first acceleration corresponding to an output level of the direct current section according to a traction acceleration and speed-level mapping table corresponding to the direct current section;
determining the delay speed according to the first acceleration, the current speed of the train, the current gradient and the running period of an automatic train running system;
and determining the delay position according to the delay speed, the current position of the train and the running period.
According to the train operation control method provided by the invention, the delay speed and delay position of the train are determined according to the traction acceleration and speed-level mapping table corresponding to the power supply section where the current position of the train is located, and the train operation control method further comprises the following steps:
under the condition that a power supply section where the current position of the train is located is an alternating current section, determining a second acceleration corresponding to an output level of the alternating current section according to a traction acceleration and speed-level mapping table corresponding to the alternating current section;
determining the delay speed according to the second acceleration, the current speed of the train, the current gradient and the running period of an automatic train running system;
And determining the delay position according to the delay speed, the current position of the train and the running period.
According to the train operation control method provided by the invention, when the train enters the electricity-powered section, the recovery outputs traction to the train, and the train operation control method comprises the following steps:
receiving information sent by a train control and management system, wherein the information comprises effective information of a traction permission instruction;
restoring to output traction to the train according to the effective information of the traction allowing instruction; or alternatively, the process may be performed,
and after the position of the train crossing the recovery traction mark is determined and the train continues to run for a preset time, recovering to output traction to the train.
According to the train operation control method provided by the invention, the acquiring mode of the first position comprises the following steps:
and determining the first position according to the attribute of the train running track section in the electronic map, wherein the attribute comprises the position of the traction mark stopping output.
The invention also provides a train operation control system, which comprises: the first control module and the second control module;
the first control module is used for controlling the train to continue running according to a command speed curve when the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, wherein the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the planned interval of the automatic train monitoring system;
The second control module is configured to determine a second position where the train starts accelerating when the current speed of the train is less than the preset speed due to the temporary speed limit of the train running track section, and start controlling the train to accelerate at a configured entrance acceleration to the first position at the second position, where the second position is a position where the train is controlled to accelerate at the entrance acceleration to the first position and the speed of the train is greater than or equal to the preset speed.
The invention also provides an electronic device comprising a processor and a memory storing a computer program, the processor implementing the train operation control method as described above when executing the program.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a train operation control method as described in any one of the above.
The invention also provides a computer program product comprising a computer program which when executed by a processor implements a method of train operation control as described in any one of the above.
According to the train operation control method and system, under the condition that the movement authorization range of the train comprises the position where the traction mark stops being output, the train is excessively separated at a speed which is greater than the preset speed at the first position, so that enough entrance speed is enough to smoothly transit the non-electric section when the train is excessively separated, and under the condition that the speed of the train at the first position is smaller than the preset speed due to the temporary speed limitation of the train operation track section, the train is controlled to start accelerating from the second position until the train is operated to the first position, and therefore the train is prevented from falling into the non-electric section when the train is excessively separated.
Drawings
In order to more clearly illustrate the 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 invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a train operation control method provided by the invention;
FIG. 2 is an exemplary diagram of a current speed of a train greater than or equal to a preset speed provided by the invention;
FIG. 3 is an exemplary diagram of a current speed of a train less than a preset speed provided by the present invention;
FIG. 4 is a schematic diagram of the traction braking characteristics of the DC section and the AC section provided by the present invention;
FIG. 5 is a schematic view of a train track section provided by the present invention;
FIG. 6 is a schematic diagram of the train operation control system provided by the present invention;
fig. 7 is a schematic diagram of the physical structure of the electronic device provided by the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. 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 train operation control method provided by the invention can realize the train control of an automatic train operation system (Automatic Train Operation, ATO) with alternating current-direct current conversion. The vehicle-mounted ATO establishes a traction acceleration and speed-level mapping table of an alternating current section and a direct current section according to traction braking characteristics of the train in different power supply sections, calculates a train control curve in real time, prevents overspeed of the train, and ensures high-efficiency operation of the train section and accurate parking of a platform. When the traffic-traffic passing phase separation and the traffic-direct phase separation are carried out, the ATO can reasonably adjust the level according to the internal line data, ensure that the train stably passes through the non-electric section, and is specifically realized as follows:
Fig. 1 is a schematic flow chart of a train operation control method provided by the invention, and as shown in fig. 1, the method comprises the following steps:
step 110, when the movement authorized range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, the train is controlled to continue running according to a command speed curve, wherein the first position is the position where the traction mark stops being output, and the command speed curve is formulated according to the running time of a planned interval of the automatic train monitoring system;
and 120, determining a second position where the train starts to accelerate under the condition that the current speed of the train is smaller than the preset speed due to the temporary speed limit of the train running track section, and starting to control the train to accelerate to the first position at the configured inlet acceleration at the second position, wherein the second position is a position where the train is controlled to accelerate to the first position at the inlet acceleration, and the speed of the train is larger than or equal to the preset speed.
The main body of execution of the method may be a computer device or a vehicle-mounted ATO, and the method is executed by the vehicle-mounted ATO to describe the present invention in detail.
Optionally, when the train passes through the neutral section, a certain entrance speed needs to be ensured before entering the neutral section from the electric section, so that the train is prevented from falling into the neutral section due to other reasons such as emergency braking or long ascending slope. Thus, when the ATO detects that the position of the stop-output traction flag is included in the movement authority (Movement Authority, MA) of the train, the following logic is executed when the ATO detects that the position of the stop-output traction flag is included in the movement authority (Movement Authority, MA) of the train, the ATO internally increases the entry speed (i.e., the preset speed, which may be configured in advance within the ATO) of the train at the position of the stop-output traction flag (i.e., the first position) when the data configuration parameter is set to the over-split phase:
judging whether the current speed of the train is greater than or equal to the preset speed at the first position;
if the current speed of the train is greater than or equal to the preset speed, the ATO controls the train to continue to run according to a command speed curve formulated by the running time of the planned interval of the automatic train monitoring system (Automatic Train Supervision, ATS) without adjustment.
When the current speed of the train is smaller than the preset speed due to temporary speed limitation of the train running track section, the ATO needs to control the train to accelerate timely, so that the train acceleration process does not break through the impact rate limit and frequent traction braking switching is avoided, the ATO controls the train to run at a first position with preconfigured inlet acceleration in an accelerating manner, and the ATO can specifically run at a second position according to the preconfigured inlet acceleration, and controls the train to run at the first position with the inlet acceleration in an accelerating manner to a position with the speed of the train being larger than or equal to the preset speed.
After the train is positioned, the ATO acquires the current speed of the train through the speed sensor.
For example, fig. 2 is an exemplary diagram of the present invention with a current speed of the train being equal to or greater than a preset speed, as shown in fig. 2, when the current speed of the train is equal to or greater than a configured entry speedWhen the ATO is in operation, the ATO continues to control the vehicle to operate according to the running time of the ATS planning interval, and adjustment is not needed;
FIG. 3 is an exemplary diagram of a train having a current speed less than a preset speed, as shown in FIG. 3, when a temporary speed limit exists in a train track section or an ATS planned section is operated for too long, the speed of the train at the position where the output of the traction mark is stopped is less than the entry speedWhen ATO needs to control train acceleration in time to ensure trainThe vehicle acceleration process does not break through the impact rate limit and avoids frequent traction braking switching at the inlet speedFor the target speed, the configured inlet acceleration +.>And starting from the second position, controlling the train to accelerate to run to the position where the traction mark STOP_TRACE_GL STOPs being output.
According to the train operation control method and system, under the condition that the movement authorization range of the train comprises the position where the traction mark stops being output, the train is excessively separated at a speed which is greater than the preset speed at the first position, so that enough entrance speed is enough to smoothly transit the non-electric section when the train is excessively separated, and under the condition that the speed of the train at the first position is smaller than the preset speed due to the temporary speed limitation of the train operation track section, the train is controlled to start accelerating from the second position until the train is operated to the first position, and therefore the train is prevented from falling into the non-electric section when the train is excessively separated.
Further, in one embodiment, after the second location starts to control the train to accelerate to the first location with the configured entry acceleration, the method may further specifically include:
stopping outputting traction to the train at the first location until the train enters an electrified section;
and when the train enters the electricity-powered section, the traction output to the train is recovered.
Optionally, after the train positioning is established by the vehicle-mounted ATO, a power supply section where the train is currently located can be determined by searching the electronic map, and the power supply section can specifically comprise an alternating current section and a direct current section, and the ATO controls the train according to the power supply section. After the movement authorization MA of the train extends to the phase-splitting area, the ATO inquires the preset speed of the position where the electronic map configuration stop outputting the traction mark is located, if the current speed of the train is lower than the preset speed, the ATO calculates a command speed curve, the ATO controls the train to accelerate to a second position which is larger than or equal to the preset speed according to the power supply section where the train is located, and then continues to control the train to accelerate from the second position to the position where the traction mark stops outputting according to the configured entrance acceleration, namely the first position.
When the over-split phase is approached, the ATO stops outputting traction to the train at a first position of the electrified region, so that the train can coast through the non-electrified region at a certain entrance speed until the train enters the electrified region again, and the ATO timely resumes traction output to complete the over-split phase.
Alternatively, the over-phase separation may specifically include three scenarios of ac-no-dc, dc-no-ac, and ac-no-ac-over-phase separation.
The ATO stops outputting traction to the train at a first location upon determining the over-phase of the train, so that the train coasts through the neutral section and reenters the powered section.
After determining that the train enters the electrified section, the ATO timely resumes the output traction of the train to complete the passing neutral section.
Alternatively, the data configuration parameter entry speed may be increased inside the ATO by setting a STOP-output traction flag STOP_TRACE_GL in the ATO's electronic mapEnsuring that the train stably transits the dead zone at a larger expected speed (greater than or equal to the entry speed).
According to the train operation control method provided by the invention, when the train passes through the phase separation, the ATO stops outputting traction to the train when the train enters the first position of the electrified region, so that the train can coast at a sufficient speed to pass through the non-electrified region, and after the train enters the electrified region again, the ATO timely resumes outputting traction to the train, the passing through phase separation is completed, and the control to the train is more accurate.
Further, in an embodiment, in a case that the movement authorization range of the train includes the first position and the current speed of the train is less than the preset speed due to temporary speed limitation of the train running track section, the determining the second position where the train starts to accelerate may specifically include:
determining the delay speed and delay position of the train according to a traction acceleration and speed-level mapping table corresponding to a power supply section where the current position of the train is located;
determining a command speed at the delay position according to the preset speed, the inlet acceleration, the first position and the delay position;
the second position where the delay speed is equal to the commanded speed is determined.
Optionally, after the train is positioned, the ATO acquires the current position of the train, judges whether the power supply section where the current position of the train is positioned is a direct current section or an alternating current section, establishes a traction acceleration and speed-level mapping table of the direct current section and the alternating current section according to the traction braking characteristic relation of the direct current section and the alternating current section, and calculates the delay speed and delay position of the train according to the traction acceleration and speed-level mapping table of the direct current section and the alternating current section.
Alternatively, the ATO may determine whether the power supply section of the current position of the train is a direct current section or an alternating current section, specifically according to the attribute of the train running track section of the current position of the train, which may specifically include a direct current section attribute or an alternating current section attribute or a no current section attribute, which may be configured by adding an alternating current section, a direct current section and a no current section in an electronic map of the ATO, including the track section attribute, the section length and the section speed limit in the alternating current section, the direct current section and the no current section configuration.
The ATO can acquire whether the current position of the train is in an alternating current section or a direct current section by searching an electronic map.
For example, fig. 4 is a schematic diagram of a traction braking characteristic relationship between a dc section and an ac section provided in the present invention, and as shown in fig. 4, the traction braking characteristic relationship includes a relationship between an ac section acceleration and a speed and a relationship between a dc section acceleration and a speed, where,represents the highest speed that can be reached by the train in the direct current section,/->Representing the highest speed which can be achieved by the train in the alternating current section, and respectively establishing traction acceleration and speed-level mapping tables of the direct current section and the alternating current section in the ATO according to the traction braking characteristic relation of the direct current section and the alternating current section, wherein the tables are specifically shown as follows:
The different traction accelerations and speed-level maps are as follows:
；
wherein A1-A4 respectively represent the accelerations corresponding to the 1-4 traction levels when the train speed is 0-5km/h, A5-A5 respectively represent the accelerations corresponding to the 1-4 traction levels when the train speed is 5-10km/h, and the other traction levels are analogized to the accelerations corresponding to the other traction levels.
ATO according to preset speedConfigured inlet acceleration->First position->(i.e. the position of STOP-track GL) and the delay positionCalculating the delay position based on the following formula>Command speed +.>：
；
And taking the position with the command speed equal to the calculated delay speed as a second position.
Further, in an embodiment, the determining the delay speed and delay position of the train according to the traction acceleration and speed-level mapping table corresponding to the power supply section where the current position of the train is located may specifically include:
under the condition that a power supply section where the current position of the train is located is a direct current section, determining a first acceleration corresponding to an output level of the direct current section according to a traction acceleration and speed-level mapping table corresponding to the direct current section;
determining the delay speed according to the first acceleration, the current speed of the train, the current gradient and the running period of an automatic train running system;
And determining the delay position according to the delay speed, the current position of the train and the running period.
Optionally, when the ATO determines that the power supply section where the current position of the train is located is a direct current section, according to the traction braking characteristic relation of the direct current section, a traction acceleration and speed-level mapping table corresponding to the direct current section is established, and the first acceleration of the output level of the direct current section is obtained by inquiring the traction acceleration and speed-level mapping table corresponding to the direct current section.
The ATO calculates the delay speed according to the first acceleration, the current speed of the train, the current gradient and the running period of the ATO of the train braking running system based on the following formula:
；
wherein, the liquid crystal display device comprises a liquid crystal display device,represents the corresponding delay speed of the DC section, < + >>Representing the current speed of the train,/->Representing the first acceleration>Representing the current grade>Representing the running period of ATO, can be flexibly configured, < >>，/>Representing the time at which the train responds to the output level bit.
ATO is based on the corresponding delay speed of DC sectionCurrent position of train->And run period->And calculates the delay position corresponding to the DC section based on the following formula>：
。
Further, in an embodiment, the determining the delay speed and delay position of the train according to the traction acceleration and speed-level mapping table corresponding to the power supply section where the current position of the train is located may further specifically include:
Under the condition that a power supply section where the current position of the train is located is an alternating current section, determining a second acceleration corresponding to an output level of the alternating current section according to a traction acceleration and speed-level mapping table corresponding to the alternating current section;
determining the delay speed according to the second acceleration, the current speed of the train, the current gradient and the running period of an automatic train running system;
and determining the delay position according to the delay speed, the current position of the train and the running period.
Optionally, under the condition that the power supply section where the current position of the train is located is determined to be an alternating current section by the ATO, according to the traction braking characteristic relation of the alternating current section, a traction acceleration and speed-level mapping table corresponding to the alternating current section is established, and the second acceleration of the output level of the alternating current section is obtained by inquiring the traction acceleration and speed-level mapping table corresponding to the alternating current section.
The ATO calculates the delay speed corresponding to the alternating current section based on the following formula according to the second acceleration, the current speed of the train, the current gradient and the running period of the ATO of the train braking running system:
；
wherein, the liquid crystal display device comprises a liquid crystal display device,representing the corresponding delay speed of the alternating current section, +. >Representing a second acceleration.
ATO delay speed according to AC sectionCurrent position of train->And run period->And calculates the delay position +.A.A. of the AC section based on the following formula>：
。
When the train running track section has temporary speed limit or the ATS planning interval running time is too long, the current speed of the train is less than the entrance speedWhen the ATO is used, the delay speed and delay position of the train are predicted according to the traction acceleration and speed-level mapping table corresponding to the power supply section, and the position and entrance acceleration of the STOP output traction mark STOP_TRACE_GL are predicted>Inlet speed->The delay speed and the delay position are used for determining a second position, and the second position is the position where the delay speed is equal to the command speed. When the train has reached the second position of the train, ATO controls the train with constant entry acceleration +.>Outputting the traction level until the train reaches the position where the traction mark stops outputting.
Assuming ATO run cycle200ms, time of train response output level bit +.>2s, in order to ensure the accuracy of controlling the vehicle, < + >>Less than->The ATO output stage bit will then act on the train after 10 cycles. The output level of the current cycle is calculated for each ATO run cycle, in particularCalculating a difference err between the command speed and the delay speed at the delay position, err=command speed-delay speed, and converting the difference err into an output level by PID adjustment according to the following formula: output level = P err + I the cumulative value of the speed difference per cycle + D err rate of change, where P is the proportional parameter, I is the integral parameter, and D is the derivative parameter, all of which can be determined based on field commissioning.
According to the train operation control method provided by the invention, the ATO can select the corresponding traction acceleration and speed-level mapping table according to different power supply sections, and the delay speed and delay position under different power supply sections can be accurately calculated according to different traction acceleration and speed-level mapping tables, so that the control on the train is more accurate.
Further, in an embodiment, in a case that the train enters the powered section, the recovering outputs traction to the train may specifically include:
receiving information sent by a train control and management system, wherein the information comprises effective information of a traction permission instruction;
restoring to output traction to the train according to the effective information of the traction allowing instruction; or alternatively, the process may be performed,
and after the position of the train crossing the recovery traction mark is determined and the train continues to run for a preset time, recovering to output traction to the train.
Optionally, after the train enters the electric section again, in order to avoid that the vehicle does not complete the output traction of the split-phase vehicle-mounted ATO and the vacuum circuit breaker VCB is closed to fail, a traction permission instruction is added in data communication between a train control and management system (Train Control and Management System, TCMS) and the vehicle-mounted ATO, effective information of the traction permission instruction is transmitted to the vehicle-mounted ATO through the TCMS after the vehicle completes the split-phase, and the ATO can resume traction after receiving the information and continue controlling the train.
When the communication between the ATO and the TCMS is interrupted, the ATO can also resume the output traction of the train after the vehicle-mounted ATO detects that the position of the train exceeds the position of the recovery traction mark RE_TRACE_PU and continues to run and delay recovery traction overtime T_R, so that the train is prevented from stopping due to overlong idle time. The recovery traction flag re_track_pu is generally set at a position greater than one vehicle length after the no-power section, and the recovery traction timeout t_r may be determined according to debugging, for example, configured to be 5s, 6s, and the like, and the preset time may be specifically determined according to the recovery traction timeout t_r.
The recovery traction timeout T_R is configured by adding the recovery traction timeout T_R in the ATO, and is used for automatically recovering traction after the train passes over the position of the recovery traction mark after the ATO fails to communicate with the TCMS.
Alternatively, the recovery traction flag re_track_pu may be specifically configured by a phase-separated related flag set in the electronic map of the ATO, which may specifically include the STOP-out traction flag stop_track_gl, the recovery traction flag re_track_pu.
According to the train operation control method provided by the invention, the recovery traction mark RE_TRACE_PU is set on the ATO electronic map, and the data configuration delay recovery traction timeout T_R is added in the ATO, so that the ATO can still realize recovery traction after over-phase separation under the condition of communication interruption with the TCMS, and the usability of the system is improved.
Further, in one embodiment, the acquiring manner of the first position includes:
and determining the first position according to the attribute of the train running track section in the electronic map, wherein the attribute comprises the position of the traction mark stopping output.
Optionally, fig. 5 is a schematic diagram of a train running track section provided in the present invention, as shown in fig. 5, by adding an over-split phase related flag configuration (i.e. attribute of the train running track section) to an electronic map of ATO, including STOP traction flag stop_track_gl and recovery traction flag re_track_pu, while the electronic map adds an AC section (AC 25 KV), a DC section (DC 1500V) and an electroless section configuration, including track section attribute (DC section attribute or AC section attribute or electroless section attribute), section length and section speed limit.
After the ATO establishes the train positioning, the position of the STOP output traction mark STOP_TRACE_GL is found by searching an electronic map, and the position is the first position.
The ATO is internally provided with an inlet acceleration CONF_ACC, and is used for controlling the constant inlet acceleration to accelerate if the speed is lower than the inlet speed before the train reaches the position of the stop output traction mark.
The invention sets the STOP output traction mark STOP_TRACE_GL in the ATO electronic map to increase the data configuration entry speedInlet acceleration->The train is ensured to pass through the non-electric section at a larger expected speed, and the time of the acceleration section is stable and controllable, so that the interval time is convenient to calculate.
According to the train operation control method provided by the invention, by inquiring the attribute of the train operation track section in the electronic map, when the train passes through the split phase, the train can be ensured to have enough entrance speed at the position where the traction mark stops outputting, so that the train can be prevented from falling into the electroless section after the traction is stopped outputting to the train at the first position.
The train operation control system provided by the invention is described below, and the train operation control system described below and the train operation control method described above can be referred to correspondingly.
Fig. 6 is a schematic structural diagram of a train operation control system provided by the present invention, as shown in fig. 6, including:
a first control module 610 and a second control module 611;
the first control module 610 is configured to control, when the movement authorization range of the train includes a first position and the current speed of the train is greater than or equal to a preset speed at the first position, to continue running of the train according to a command speed curve, where the traction mark stops being output, where the command speed curve is formulated according to a planned interval running time of the automatic train monitoring system;
The second control module 611 is configured to determine a second position where the train starts accelerating when the current speed of the train is less than the preset speed due to the temporary speed limit of the train running track section, and start controlling the train to accelerate at a configured entrance acceleration to the first position at the second position, where the second position is a position where the train is controlled to accelerate at the entrance acceleration to the first position at a speed greater than or equal to the preset speed.
According to the train operation control system provided by the invention, under the condition that the movement authorization range of the train comprises the position where the traction mark stops being output, the train is excessively separated at a speed which is greater than the preset speed at the first position, so that enough entrance speed of the train stably transits the non-electric section when the train is excessively separated, and under the condition that the speed of the train at the first position is smaller than the preset speed due to the temporary speed limit of the train operation track section, the train is accelerated from the second position until the train is operated to the first position by controlling the train to start to accelerate, so that the train is ensured to stably transit the non-electric section at the enough entrance speed when the train is excessively separated, and the train is prevented from falling into the non-electric section.
Fig. 7 is a schematic physical structure of an electronic device according to the present invention, as shown in fig. 7, the electronic device may include: a processor (processor) 710, a communication interface (communication interface) 711, a memory (memory) 712, and a bus (bus) 713, wherein the processor 710, the communication interface 711, and the memory 712 perform communication with each other through the bus 713. Processor 710 may call logic instructions in memory 712 to perform the following methods:
when the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, the train is controlled to continue to run according to a command speed curve, the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the automatic train monitoring system planning interval;
and under the condition that the current speed of the train is smaller than the preset speed due to the existence of temporary speed limit of the train running track section, determining a second position where the train starts to accelerate, and controlling the train to accelerate to the first position at a configured inlet acceleration at the second position, wherein the second position is a position where the train is controlled to accelerate to the first position at the inlet acceleration, and the speed of the train is larger than or equal to the preset speed.
Further, the logic instructions in the memory described above may be implemented in the form of software functional units and stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer power supply screen (which may be a personal computer, a server, or a network power supply screen, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
Further, the present invention discloses a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, are capable of executing the train operation control method provided by the above-mentioned method embodiments, for example, comprising:
When the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, the train is controlled to continue to run according to a command speed curve, the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the automatic train monitoring system planning interval;
and under the condition that the current speed of the train is smaller than the preset speed due to the existence of temporary speed limit of the train running track section, determining a second position where the train starts to accelerate, and controlling the train to accelerate to the first position at a configured inlet acceleration at the second position, wherein the second position is a position where the train is controlled to accelerate to the first position at the inlet acceleration, and the speed of the train is larger than or equal to the preset speed.
In another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the train operation control method provided in the above embodiments, for example, including:
When the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, the train is controlled to continue to run according to a command speed curve, the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the automatic train monitoring system planning interval;
and under the condition that the current speed of the train is smaller than the preset speed due to the existence of temporary speed limit of the train running track section, determining a second position where the train starts to accelerate, and controlling the train to accelerate to the first position at a configured inlet acceleration at the second position, wherein the second position is a position where the train is controlled to accelerate to the first position at the inlet acceleration, and the speed of the train is larger than or equal to the preset speed.
The system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer power screen (which may be a personal computer, a server, or a network power screen, etc.) to perform the method described in the various embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; 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 train operation control method, comprising:
when the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, the train is controlled to continue to run according to a command speed curve, the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the automatic train monitoring system planning interval;
determining a second position where the train starts accelerating under the condition that the current speed of the train is smaller than the preset speed due to the fact that temporary speed limit exists in a train running track section, and starting to control the train to accelerate to the first position at a configured inlet acceleration at the second position, wherein the second position is a position where the train is controlled to accelerate to the first position at the inlet acceleration, and the speed of the train is larger than or equal to the preset speed;
in the case that the movement authorization range of the train includes the first position and the current speed of the train is less than the preset speed due to temporary speed limitation of the train running track section, the determining the second position where the train starts to accelerate includes:
Determining the delay speed and delay position of the train according to a traction acceleration and speed-level mapping table corresponding to a power supply section where the current position of the train is located;
determining a command speed at the delay position according to the preset speed, the inlet acceleration, the first position and the delay position;
the second position where the delay speed is equal to the commanded speed is determined.
2. The train operation control method according to claim 1, wherein after the second position starts controlling the train to accelerate to the first position at the configured entry acceleration, the method further comprises:
stopping outputting traction to the train at the first location until the train enters an electrified section;
and when the train enters the electricity-powered section, the traction output to the train is recovered.
3. The train operation control method according to claim 1, wherein determining the delay speed and delay position of the train according to the traction acceleration and speed-level mapping table corresponding to the power supply section where the current position of the train is located comprises:
under the condition that a power supply section where the current position of the train is located is a direct current section, determining a first acceleration corresponding to an output level of the direct current section according to a traction acceleration and speed-level mapping table corresponding to the direct current section;
Determining the delay speed according to the first acceleration, the current speed of the train, the current gradient and the running period of an automatic train running system;
and determining the delay position according to the delay speed, the current position of the train and the running period.
4. The train operation control method according to claim 1, wherein determining the delay speed and delay position of the train according to the traction acceleration and speed-level mapping table corresponding to the power supply section where the current position of the train is located, further comprises:
under the condition that a power supply section where the current position of the train is located is an alternating current section, determining a second acceleration corresponding to an output level of the alternating current section according to a traction acceleration and speed-level mapping table corresponding to the alternating current section;
determining the delay speed according to the second acceleration, the current speed of the train, the current gradient and the running period of an automatic train running system;
and determining the delay position according to the delay speed, the current position of the train and the running period.
5. The train operation control method according to claim 2, wherein the restoring outputs traction to the train in the case where the train enters the powered section, comprising:
Receiving information sent by a train control and management system, wherein the information comprises effective information of a traction permission instruction;
restoring to output traction to the train according to the effective information of the traction allowing instruction; or alternatively, the process may be performed,
and after the position of the train crossing the recovery traction mark is determined and the train continues to run for a preset time, recovering to output traction to the train.
6. The train operation control method according to any one of claims 1 to 5, wherein the means for acquiring the first position includes:
and determining the first position according to the attribute of the train running track section in the electronic map, wherein the attribute comprises the position of the traction mark stopping output.
7. A train operation control system, comprising: the first control module and the second control module;
the first control module is used for controlling the train to continue running according to a command speed curve when the movement authorization range of the train comprises a first position and the current speed of the train is greater than or equal to the preset speed at the first position, wherein the first position is the position where the traction mark stops outputting, and the command speed curve is formulated according to the running time of the planned interval of the automatic train monitoring system;
The second control module is used for determining a second position where the train starts accelerating under the condition that the current speed of the train is smaller than the preset speed due to the fact that the temporary speed limit exists in the train running track section, and controlling the train to accelerate to the first position at the configured entrance acceleration when the second position starts accelerating to operate to the first position at the configured entrance acceleration, wherein the second position is a position where the train is controlled to accelerate to the first position at the entrance acceleration and the speed of the train is larger than or equal to the preset speed;
in the case that the movement authorization range of the train includes the first position and the current speed of the train is less than the preset speed due to temporary speed limitation of the train running track section, the determining the second position where the train starts to accelerate includes:
determining the delay speed and delay position of the train according to a traction acceleration and speed-level mapping table corresponding to a power supply section where the current position of the train is located;
determining a command speed at the delay position according to the preset speed, the inlet acceleration, the first position and the delay position;
The second position where the delay speed is equal to the commanded speed is determined.
8. An electronic device comprising a processor and a memory storing a computer program, wherein the processor implements the train operation control method of any one of claims 1 to 6 when executing the computer program.
9. A non-transitory computer readable storage medium having stored thereon a computer program, which when executed by a processor implements the train operation control method according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310334863.1A CN116039730B (en) | 2023-03-31 | 2023-03-31 | Train operation control method and system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310334863.1A CN116039730B (en) | 2023-03-31 | 2023-03-31 | Train operation control method and system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116039730A CN116039730A (en) | 2023-05-02 |
| CN116039730B true CN116039730B (en) | 2023-08-18 |
Family
ID=86133579
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310334863.1A Active CN116039730B (en) | 2023-03-31 | 2023-03-31 | Train operation control method and system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116039730B (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018121691A1 (en) * | 2016-12-29 | 2018-07-05 | 比亚迪股份有限公司 | Train automatic control method and apparatus, and vehicle-mounted automatic train operation system |
| CN109305195A (en) * | 2017-07-28 | 2019-02-05 | 比亚迪股份有限公司 | Train control method and device |
| CN110015278A (en) * | 2019-03-27 | 2019-07-16 | 北京全路通信信号研究设计院集团有限公司 | A method of improving phase-separating section comfort level |
| CN112158232A (en) * | 2020-09-28 | 2021-01-01 | 交控科技股份有限公司 | Parking door opening control method and system for overcoming delayed response traction |
| CN112977545A (en) * | 2021-03-05 | 2021-06-18 | 湖南中车时代通信信号有限公司 | Train and driving control method and system thereof |
| CN114475714A (en) * | 2022-02-25 | 2022-05-13 | 北京全路通信信号研究设计院集团有限公司 | Operation control system, control method and equipment of mountain rail transit train |
| CN114572274A (en) * | 2020-11-30 | 2022-06-03 | 比亚迪股份有限公司 | Train control method, computer device and readable storage medium |
| CN114771607A (en) * | 2022-06-22 | 2022-07-22 | 中国铁道科学研究院集团有限公司通信信号研究所 | Railway running scheduling and train running control integrated method, system and application |
| CN115180002A (en) * | 2022-09-13 | 2022-10-14 | 中国铁道科学研究院集团有限公司通信信号研究所 | Multi-train operation situation deduction method and device |
| EP4122793A1 (en) * | 2021-07-22 | 2023-01-25 | Siemens Mobility GmbH | Method and train safety device for the computer-assisted determination of a maximum speed of a track-bound vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101841802B1 (en) * | 2014-09-15 | 2018-03-23 | 엘에스산전 주식회사 | Automatic Train Operation System in railway vehicles |
| CN112307564A (en) * | 2020-11-10 | 2021-02-02 | 交控科技股份有限公司 | Method and device for optimizing ATO target running speed curve of train |
-
2023
- 2023-03-31 CN CN202310334863.1A patent/CN116039730B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018121691A1 (en) * | 2016-12-29 | 2018-07-05 | 比亚迪股份有限公司 | Train automatic control method and apparatus, and vehicle-mounted automatic train operation system |
| CN109305195A (en) * | 2017-07-28 | 2019-02-05 | 比亚迪股份有限公司 | Train control method and device |
| CN110015278A (en) * | 2019-03-27 | 2019-07-16 | 北京全路通信信号研究设计院集团有限公司 | A method of improving phase-separating section comfort level |
| CN112158232A (en) * | 2020-09-28 | 2021-01-01 | 交控科技股份有限公司 | Parking door opening control method and system for overcoming delayed response traction |
| CN114572274A (en) * | 2020-11-30 | 2022-06-03 | 比亚迪股份有限公司 | Train control method, computer device and readable storage medium |
| CN112977545A (en) * | 2021-03-05 | 2021-06-18 | 湖南中车时代通信信号有限公司 | Train and driving control method and system thereof |
| EP4122793A1 (en) * | 2021-07-22 | 2023-01-25 | Siemens Mobility GmbH | Method and train safety device for the computer-assisted determination of a maximum speed of a track-bound vehicle |
| CN114475714A (en) * | 2022-02-25 | 2022-05-13 | 北京全路通信信号研究设计院集团有限公司 | Operation control system, control method and equipment of mountain rail transit train |
| CN114771607A (en) * | 2022-06-22 | 2022-07-22 | 中国铁道科学研究院集团有限公司通信信号研究所 | Railway running scheduling and train running control integrated method, system and application |
| CN115180002A (en) * | 2022-09-13 | 2022-10-14 | 中国铁道科学研究院集团有限公司通信信号研究所 | Multi-train operation situation deduction method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116039730A (en) | 2023-05-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111845369B (en) | Operation control system and method based on magnetic suspension train | |
| EP2857255A1 (en) | Train control device | |
| CN111267913B (en) | Energy-saving running method for urban rail transit train | |
| KR102371236B1 (en) | Method for controlling coasting drive of environmentally friendly vehicle | |
| CN108153145A (en) | A kind of train speed autocontrol method based on PID and filtering algorithm | |
| CN102275601B (en) | Method and device for intelligently controlling train | |
| CN107933568B (en) | Anti-collision control method, apparatus and system | |
| CN102514602A (en) | Method and system for planning and controlling train travelling speed | |
| EP2799307A1 (en) | Transportation management device, transportation management system, and control program | |
| JP2001169408A (en) | Controller for hybrid car | |
| CN103930662A (en) | Driving assistance device | |
| CN109130958B (en) | Automatic control method and device for train passing neutral section, vehicle-mounted equipment and electronic equipment | |
| CN112776858B (en) | Non-freight railway automatic vehicle control method, device and equipment based on operation diagram | |
| JP2009043090A (en) | Traveling control plan evaluation device | |
| US20230001966A1 (en) | Train management method and system | |
| CN116039730B (en) | Train operation control method and system | |
| WO2015101102A1 (en) | Vehicle speed control method and device | |
| CN113879360A (en) | Train control system and train | |
| Wang et al. | Optimal trajectory planning for trains under a moving block signaling system | |
| JP6599775B2 (en) | Train storage battery control device, method and program | |
| Zhu et al. | Analysis and design of Driver Advisory System (DAS) for energy-efficient train operation with real-time information | |
| CN115180002B (en) | Multi-train operation situation deduction method and device | |
| CN104228851B (en) | A kind of speed tracking control system of city railway train | |
| CN114013450B (en) | Vehicle operation control method, system and computer equipment | |
| Winter et al. | Bay area rapid transit district advance automated train control system case study description |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |