CN116923488A - Improved car control method for high-speed railway, algorithm storage medium and equipment - Google Patents
Improved car control method for high-speed railway, algorithm storage medium and equipment Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
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Abstract
The application discloses an improved car control method, an algorithm storage medium and equipment for a high-speed railway, relates to the technical field of rail traffic and intelligent transportation, and solves the problems that the prior novel car control algorithm cannot ensure the running safety when the front car speed is higher than the rear car speed and does not provide a deceleration segmentation method considering the front car speed and the rear car speed, and the technical scheme is as follows: when other trains exist in the front preset distance, acquiring the front vehicle speed and the rear vehicle speed, analyzing whether the front vehicle speed is greater than the rear vehicle speed, and if so, adopting a basic vehicle control mode; if the vehicle speed is smaller than the preset speed, a second vehicle control mode is adopted; the implementation algorithm of the second vehicle control mode comprises the following steps: acquiring train type and route parameters; calculating the service braking distance and the emergency braking distance of the front train and the rear train at different speed levels; determining a deceleration value range of the rear vehicle according to the constraint condition; and combining the deceleration value ranges of the rear vehicles to obtain the deceleration value of the rear vehicles corresponding to the front and rear vehicle speed sections, and controlling the deceleration of the rear vehicles.
Description
Technical Field
The application relates to the technical field of rail transit and intelligent transportation, in particular to an improved car control method, an algorithm storage medium and equipment for a high-speed railway.
Background
Along with the rapid development of high-speed railways in China, higher requirements are also put forward for the running efficiency of the high-speed railways. The train tracking interval is an important factor affecting the running efficiency of the high-speed railway, most of the circuits in China can only realize the train tracking interval of 5 minutes at present, and part of busy trunks cannot meet the increasing passenger flow demands. In order to compress the train tracking interval to improve the running efficiency, patent ZL202210644374.1 proposes a novel car control method, i.e. a car control method combining a "soft wall collision" and a "hard wall collision", and the principle of car control is shown in fig. 1.
However, the inventor researches and discovers that the following problems still exist in the vehicle control method:
1. the emergency braking distance of the front vehicle may be greater than the service braking distance of the rear vehicle when the front vehicle speed is greater than the rear vehicle, so that the calculated braking point of the rear vehicle is positioned in the emergency braking distance range of the front vehicle, and the running safety problem cannot be guaranteed.
2. The high-speed train has high running speed, and in order to improve the calculation efficiency, the control curve is generally calculated in a deceleration segmentation mode, and the fewer the segments are, the better the situation that certain constraint is met. However, under the current vehicle control method, a deceleration segmentation method for considering the speed of the front vehicle and the rear vehicle is not available.
Therefore, the application aims at the characteristics of the novel vehicle control method to improve the vehicle control algorithm and solve the problems.
Disclosure of Invention
In order to solve the problems, the application provides an improved car control method, an algorithm storage medium and equipment for a high-speed railway, which are improved aiming at the defects of the existing novel car control method.
The application provides a first aspect of an improved control method for a high-speed railway, which comprises the following steps:
when other trains exist in the front preset distance, acquiring the front vehicle speed and the rear vehicle speed, analyzing whether the front vehicle speed is greater than the rear vehicle speed, and if so, adopting a basic vehicle control mode to ensure that the rear vehicle and the front vehicle keep a front vehicle emergency braking distance;
if the collision force is smaller than the preset collision force, a second car control mode is adopted, wherein the second car control mode is a car control mode combining a hard wall collision with a soft wall collision;
the implementation algorithm of the second vehicle control mode comprises the following steps:
acquiring train type and route parameters;
calculating the service braking distance and the emergency braking distance of the front and rear trains at different speed grades according to the train type and the route parameters;
determining a deceleration value range of the rear vehicle according to constraint conditions and a common braking distance calculation formula of the rear vehicle in a second vehicle control mode;
and combining the deceleration value ranges of the rear vehicles to obtain the deceleration value of the rear vehicles corresponding to the front and rear vehicle speed sections, and controlling the deceleration of the rear vehicles.
By adopting the technical scheme, when the front vehicle speed is greater than the rear vehicle speed, complex calculation is not performed, and the rear vehicle only needs to ensure an emergency braking distance from the front vehicle; when the front vehicle speed is smaller than the rear vehicle speed, the value of the deceleration needs to be calculated, and the deceleration segmentation is realized. Compared with the existing novel car control method, the method has the advantages that the running safety problem that the front speed is higher than the rear speed is guaranteed, meanwhile, the front speed and the rear speed are taken into consideration, deceleration segmentation is achieved, and the car control efficiency during train running is improved.
In one possible implementation manner, combining the value ranges of the deceleration of the rear vehicle to obtain the value of the deceleration of the rear vehicle corresponding to the speed segments of the front and rear vehicles, for controlling the deceleration of the rear vehicle, includes:
step1, taking a range table from a based on the deceleration of the common brake under the novel vehicle control method 350，350 And merging upwards along the direction of the rear vehicle, merging to a termination condition, stopping merging, and recording the deceleration value and the corresponding rear vehicle speed.
Step2, searching leftwards along the front vehicle direction, namely searching for the deceleration value in Step1 to exist in the deceleration value range corresponding to the front vehicle speed, and recording the speeds and merging after the searching is finished.
Step3, sorting the combined rear vehicle speed and the combined front vehicle speed as a segment, wherein the deceleration value is the deceleration value in Step 1.
Step4, deleting the part of the speed of the rear vehicle and the speed of the front vehicle which are already combined in the table, and repeating Step1-4 until all the speeds are deleted.
In one possible embodiment, the termination condition is that deceleration values before and after merging do not intersect.
In one possible implementation manner, calculating the service braking distance and the emergency braking distance of the front and rear trains at different speed levels according to the train type and the route parameters comprises:
calculating common braking distance of rear vehicle under hard wall collision control method
Calculating a service braking distance of a rear vehicle in a second vehicle control mode
Calculating the emergency braking distance of the rear vehicle
Calculating an emergency braking distance of a preceding vehicle
In one possible implementation manner, determining the range of the deceleration of the rear vehicle according to the constraint condition and the calculation formula of the service braking distance of the rear vehicle in the second vehicle control mode includes:
obtaining a value range of the service braking distance in the second vehicle control mode according to the constraint condition;
and reversely pushing the deceleration value range of the rear vehicle according to a common braking distance calculation formula under the second vehicle control mode.
In one possible embodiment, the constraint is:
wherein L is Tracking The tracking distance m of the front and rear trains;the emergency braking distance m of the front vehicle; v General purpose medicine The running speed of the rear vehicle is m/s; t is t Safety redundancy S is a safe redundancy time; />And m is the common braking distance of the rear vehicle under the method of controlling the vehicle by striking the hard wall.
In one possible embodiment, the service braking distance in the second vehicle control modeThe range of the values is as follows:
in the method, in the process of the application,the emergency braking distance m of the front vehicle; l (L) Column of The train length of the front train, m; v General purpose medicine The running speed of the rear vehicle is m/s; t is t Safety redundancy S is the safe redundancy time.
In one possible implementation, the range of values for the deceleration of the following vehicle is:
wherein a' Often times (min) and a' Often times (max) service brake for rear vehicleMinimum and maximum deceleration, v Rear part (S) The current speed of the rear vehicle is m/s;for deceleration of the rear vehicle due to basic resistance, m/s 2 ；/>Is the idle running time of the train, s.
A second aspect of the present application provides a computer readable storage medium having stored therein at least one instruction, at least one program, a code set, or an instruction set, loaded and executed by a processor to implement an algorithm for implementing a second control mode in a high speed railway improvement control method as described above.
A third aspect of the present application provides a computer device, the computer device including a processor and a memory, the memory storing at least one instruction, at least one program, a code set, or an instruction set, the at least one instruction, at least one program, a code set, or an instruction set being loaded and executed by the processor to implement an algorithm for implementing a second mode of control in a method for improving control of a high-speed railway as described above.
Compared with the prior art, the application has the following beneficial effects: when the front vehicle speed is greater than the rear vehicle speed, the vehicle control mode is adjusted to ensure an emergency braking distance between the rear vehicle and the front vehicle, so that the driving safety is ensured; the algorithm for realizing deceleration segmentation by considering the speed of the front and rear vehicles is provided, so that the deceleration of the rear vehicle can be determined by only obtaining the speed of the front and rear vehicles without complex calculation when the high-speed train runs, and the running state of the rear vehicle is controlled.
Drawings
The accompanying drawings, which are included to provide a further understanding of embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings:
FIG. 1 is a schematic diagram of a novel method for controlling a vehicle according to the present application;
FIG. 2 is a schematic flow chart of an improved method for controlling a vehicle according to the present application;
FIG. 3 is a flowchart of an implementation algorithm of a second vehicle control mode provided by the application;
FIG. 4 is a flowchart of deceleration merging in an implementation algorithm of a second vehicle control mode according to the present application;
FIG. 5 is a flowchart of an exemplary calculation provided by the present application.
Detailed Description
The following description of the embodiments of the present application will be made more fully hereinafter with reference to the accompanying drawings, in which it is shown, however, only some, but not all embodiments of the application are shown.
The novel car control method is provided by ZL202210644374.1, namely a car control method combining 'soft wall collision' and 'hard wall collision', the car control principle is shown in figure 1, wherein G111 is the rear car position in the existing 'hard wall collision' mode, G111 'is the novel car control method, namely the rear car position in the second car control mode, G109 represents the front car position, and G109' represents the position after emergency braking and stopping of the front car.
The existing novel car control method has the following defects:
1. the emergency braking distance of the front vehicle may be greater than the service braking distance of the rear vehicle when the front vehicle speed is greater than the rear vehicle, so that the calculated braking point of the rear vehicle is positioned in the emergency braking distance range of the front vehicle, and the running safety problem cannot be guaranteed.
2. The high-speed train has high running speed, and in order to improve the calculation efficiency, the control curve is generally calculated in a deceleration segmentation mode, and the fewer the segments are, the better the situation that certain constraint is met. However, under the current vehicle control method, a deceleration segmentation method for considering the speed of the front vehicle and the rear vehicle is not available.
In view of the above, the present application provides an improved control method, algorithm storage medium and apparatus for high-speed railway, which is improved based on a novel control method to solve the above problems.
Referring to fig. 2, fig. 2 is a schematic flow chart of an improved vehicle control method, and the method includes:
when other trains exist in the front preset distance, acquiring the front vehicle speed and the rear vehicle speed, analyzing whether the front vehicle speed is greater than the rear vehicle speed, and if so, adopting a basic vehicle control mode to ensure that the rear vehicle and the front vehicle keep a front vehicle emergency braking distance;
if the collision force is smaller than the preset collision force, a second car control mode is adopted, wherein the second car control mode is a car control mode combining a hard wall collision with a soft wall collision;
the implementation algorithm of the second vehicle control mode comprises the following steps:
acquiring train type and route parameters; calculating the service braking distance and the emergency braking distance of the front and rear trains at different speed grades according to the train type and the route parameters; determining a deceleration value range of the rear vehicle according to constraint conditions and a common braking distance calculation formula of the rear vehicle in a second vehicle control mode; and combining the deceleration value ranges of the rear vehicles to obtain the deceleration value of the rear vehicles corresponding to the front and rear vehicle speed sections, and controlling the deceleration of the rear vehicles.
Specifically, in the improved novel vehicle control method provided by the method, whether the front vehicle speed is greater than the rear vehicle speed is firstly judged. If the front speed is greater than the rear speed, the rear vehicle is ensured to be separated from the front vehicle by an emergency braking distance. If the front vehicle speed is smaller than the rear vehicle speed, a second vehicle control mode is adopted, the value of the deceleration is calculated, and the deceleration segmentation is realized.
It can be understood that compared with the existing vehicle control method, when the front vehicle speed is greater than the rear vehicle speed, the method does not need to carry out complex calculation, and the rear vehicle only needs to ensure an emergency braking distance from the front vehicle; when the front vehicle speed is smaller than the rear vehicle speed, the value of the deceleration needs to be calculated, and the deceleration segmentation is realized. The method ensures the running safety problem that the front speed is greater than the rear speed, realizes deceleration segmentation at the same time, regulates and controls the rear deceleration according to the segmentation result when the train runs, and improves the control efficiency when the train runs.
The implementation algorithm of the second vehicle control mode is specifically described below with reference to the accompanying drawings.
Referring to fig. 3, fig. 3 is a flowchart of an implementation algorithm of the second vehicle control mode. The implementation algorithm of the second train control mode can be summarized as that firstly, the train type and the line parameters are determined, then the deceleration value range is calculated according to the parameter value and the calculation formula, and finally the deceleration sectional value is realized.
The overall concept of the algorithm is described below. The core of the algorithm is to determine how the deceleration should be valued in the novel air control vehicle method (namely the second vehicle control mode), so that the determination is needed(the service braking distance of the rear vehicle under the novel vehicle control method) should be taken as a value.
According to the schematic diagram of the tracking of the front and rear trains shown in fig. 1, the tracking distance L of the front and rear trains Tracking The calculation formula is shown as formula (2-1).
In the method, in the process of the application,-the front vehicle emergency braking distance, m; l (L) Column of -front car train length, m.
Wherein the emergency braking distance should include two parts, the first part being the time of idle braking when the train enters the initial stage of emergency braking, and the braking force is not fully appliedDuring which time the train is still at normal speed (v General purpose medicine ) Distance travelled, second part is the train's distance from v General purpose medicine Braking to a distance of 0km/h at full park.
When the front train speed reduction affects the running of the rear train, the rear train should firstly adopt the service brake and pass a certain safety redundancy time (t Safety redundancy ) The emergency braking can be performed only after that, so that the constraint of the formula (2-2) is satisfied under the novel vehicle control method.
In the middle of-the front vehicle emergency braking distance, m; v General purpose medicine -speed of travel of the rear vehicle, m/s.
Finally, in order to achieve the optimization effect, the tracking distance after the novel car control method is adopted is smaller than the tracking distance of the train under the original car control method (namely, the car control method of 'bumping hard wall')As shown in formula (2-3).
In the calculationWhen the vehicle control algorithm is adopted, the existing vehicle control algorithm is adopted. Since "daily legislation" does not simplify the deceleration when calculating the braking distance table, its redundancy is mainly present in the gradient merging aspect. In addition, from the international application scope, the "daily legislation" is limited to the relevant vehicle model which takes the japanese technology as a prototype, and other countries commonly adopt the "european standard method" recommended by the international railway consortium UIC. Therefore, the application adopts the European standard method with wide application range to optimize the calculation method of the vehicle control curve, and the deceleration selected when the vehicle control curve is calculated is emphasized.
The service braking distance should include the distance of the train from the free spaceWherein->Is the lead time of the train) and the distance from the highest speed to 0km/h at the service brake deceleration.
According to the formulae (2-1), (2-2), (2-3)The range of the values is shown as the formula (2-4).
At the moment of obtainingAfter the value range is obtained, the value range of the deceleration under the novel vehicle control method can be obtained. The formula (2-4) shows that the deceleration value range under the novel train control method is related to the speed of the front train and the speed of the rear train. The relation between the deceleration value range and the speed of the front and rear vehicles is shown in table 1, wherein a 1,1 The value range of the service braking deceleration under the novel vehicle control method of the rear vehicle is shown when the front vehicle speed is 1km/h and the rear vehicle speed is 1 km/h. According to the application conditions of the novel vehicle control method, only the part of the table, of which the rear vehicle speed is greater than the front vehicle speed, is needed to be calculated.
Table 1 table of values for deceleration of service brake in novel control method
Considering the data storage capacity and the calculation level of a real vehicle-mounted computer, when the deceleration value range under the novel vehicle control method is determined, the complexity of deceleration value is also considered, and when the complexity is too high, the vehicle-mounted computer can not complete real-time calculation, so that the normal operation of the train is influenced.
In order to enable the vehicle-mounted computer to adapt to the novel vehicle control method, the other key of the novel vehicle control algorithm design is that the deceleration value is calculated in a segmentation mode, namely, all speeds of a front vehicle and a rear vehicle are divided into a plurality of sections, the corresponding speed section can be found by giving the speed of the front vehicle and the speed of the rear vehicle, and then the deceleration value can be determined. The deceleration value pattern should be as shown in table 2. Wherein a is y1,x1 Indicating that the speed of the preceding vehicle is 1km/h-x 1 Within the km/h speed interval, the rear vehicle speed is 1km/h-y 1 In km/h speed interval, the common system adopted by the rear vehicleDynamic deceleration value.
Table 2 sectional value table for deceleration of service brake in new control method
In order for the onboard computer to operate efficiently, the segmentation of the deceleration should be minimized.
In summary, the novel train control algorithm aims to solve the value range of the train service braking deceleration of the novel train control method under the condition of each speed of the front and rear trains on the premise of meeting the constraint condition. And based on the deceleration value range, a deceleration value scheme with least segmentation is provided.
Therefore, the objective function of the setting algorithm is that the segment of the service brake deceleration is minimum under the novel vehicle control method, and according to the table 2, the objective function can be determined as shown in the formula (2-5).
min(mn)(2-5)
M is the number of front vehicle speed interval segments; n-number of segments of the rear vehicle speed section.
The constraint conditions of the algorithm are shown in formulas (2-2) and (2-3), the independent variables of the algorithm are the speeds of the front and rear trains, and the other parameters can be obtained according to the inquiry of the train types or calculated according to the formulas.
The specific process of algorithm implementation is further described below according to the above algorithm overall concept.
In a first aspect, a deceleration calculation in an algorithm is concerned. In the calculation process, certain deceleration is generated due to the basic resistance and the additional resistance, and in the application, only the condition of straight road without tunnel curve is considered, namely, only the influence caused by the basic resistance is considered, and the front and rear train types are the same.
1. Correlation parameter calculation
And acquiring train type and route parameters, and calculating the service braking distance and the emergency braking distance of the front and rear trains at different speed grades according to the train type and route parameters. Comprising the following steps: calculating common braking distance of rear vehicle under hard wall collision control methodCalculating the service braking distance +_for the rear vehicle in the second vehicle control mode>Calculating the emergency braking distance of the rear vehicle>Calculating the emergency braking distance of the front vehicle>
According to the train traction calculation and the kinematic formula, the train traction calculation and the kinematic formula can be deducedThe calculation formulas of (2-6), (2-7), (2-8) and (2-9) are shown in the formula.
(1) Service braking distance under original rear vehicle control methodCalculation of (2)
The original vehicle control method adopts a vehicle control method of 'bumping into a hard wall', when a vehicle control curve is calculated, the 'European standard method' is adopted for calculation, the 'European standard method' generally divides the deceleration value into 6 sections according to the speed interval, as shown in the table 3, and based on the method, the vehicle control curve can be calculatedThe calculation formula of (2) is shown as formula (2-6).
TABLE 3 European standard method deceleration value table
V in Rear part (S) -current speed of the rear vehicle, m/s;
a 1-6 service braking deceleration corresponding to each speed interval under original control method of rear vehicle and m/s 2 ；
Deceleration of the rear vehicle due to basic resistance, m/s 2 ；
Rear vehicle v 1 -v 5 A service braking distance, m, at the speed level;
service brake safety distance, m.
(2) Service braking distance under novel rear vehicle control methodCalculation formula
From the above summary, it can be deduced thatThe calculation formula of (2-7) is shown.
In the formula, the braking deceleration, m/s, of the new type of a' -rear vehicle is used for braking 2 。
(3) Emergency braking distance of rear vehicleCalculation formula
The train emergency braking deceleration value is generally divided into 3 sections, and the corresponding emergency braking deceleration value is arranged in different speed intervals, based on the value, the value can be calculatedThe calculation formula of (2) is shown as formula (2-8).
H in 1-3 Corresponding emergency deceleration, m/s, at different speed intervals of the rear vehicle 2 ；
Rear vehicle q 1 -q 2 Emergency braking distance m at speed level;
emergency braking safety distance, m.
(4) Emergency braking distance of front vehicleCalculation formula
Can be calculated by imitating (2-8)The calculation formula of (2) is shown as formula (2-9).
V in Front part -current speed of the rear vehicle, m/s;
deceleration of the preceding vehicle due to basic resistance, m/s 2 ；
Front vehicle q 1 -q 2 Emergency braking distance at speed level, m.
(5) Deceleration value range
Determining a deceleration value range of the rear vehicle according to constraint conditions and a common braking distance calculation formula of the rear vehicle in a second vehicle control mode, wherein the method comprises the following steps: obtaining a value range of the service braking distance in the second vehicle control mode according to the constraint condition; and reversely pushing the deceleration value range of the rear vehicle according to a common braking distance calculation formula under the second vehicle control mode.
At the time of determiningThen, the common braking distance in the second vehicle control mode is deduced according to the constraint condition (2-2) (2-3)>The value range of (2-4) is combined with (2-7), and the minimum value a 'of the service braking deceleration of the rear vehicle under the novel vehicle control method can be deduced' Often times (min) and a maximum value a' Often times (max) is represented by the formulae (2-10) and (2-11).
In a second aspect, the deceleration segmentation in the algorithm is concerned. The whole conception of the algorithm can know that after the value range of the deceleration is determined, the deceleration needs to be segmented, and the segmentation process is to combine the value ranges of the deceleration. In the segmentation process, the segmentation of the speed of the rear vehicle is reduced as much as possible because the service braking deceleration of the rear vehicle is calculated, so that the deceleration of the segments is obtained after the segments are combined along the rear vehicle direction and the front vehicle direction after the segments are combined until the segments cannot be continuously combined when the deceleration is combined to the value range.
Referring to fig. 4, merging the deceleration value ranges of the rear vehicles to obtain deceleration values of the rear vehicles corresponding to the front and rear vehicle speed segments, for controlling the deceleration of the rear vehicles, including:
step1, taking a range table (table 1) from a based on the deceleration of the service brake under the novel vehicle control method 350，350 And merging upwards along the direction of the rear vehicle, merging to a termination condition, stopping merging, and recording the deceleration value and the corresponding rear vehicle speed.
Step2, searching leftwards along the front vehicle direction, namely searching for the deceleration value in Step1 to exist in the deceleration value range corresponding to the front vehicle speed, and recording the speeds and merging after the searching is finished.
Step3, sorting the combined rear vehicle speed and the combined front vehicle speed as a segment, wherein the deceleration value is the deceleration value in Step 1.
Step4, deleting the part of the speed of the rear vehicle and the speed of the front vehicle which are already combined in the table, and repeating Step1-4 until all the speeds are deleted.
The termination condition is that deceleration values before and after combination are not intersected.
Specifically: assuming that the speed of the rear vehicle is kkm/h, the speed of the front vehicle is pkm/h, the deceleration range ak, p epsilon [ e, f ], the speed of the rear vehicle is k-1km/h, the deceleration range ak-1, p epsilon [ g, h ] when the speed of the front vehicle is pkm/h, merging the two deceleration ranges, namely Z epsilon [ max (e, g), min (f, h) ], continuing merging according to the method until no intersection exists, indicating that the direction of the rear vehicle is merged, and setting the deceleration value as a fixed value at t. The combined speed intervals of the rear vehicles are already determined.
After the rear vehicle speed interval is determined, merging along the front vehicle direction, searching which front vehicle speeds correspond to the deceleration range in the front vehicle direction contain t, merging the front vehicle speeds, and finishing one-section deceleration value determination, wherein the deceleration value is t.
Still another aspect of the present application provides a computer readable storage medium having stored therein at least one instruction, at least one program, a code set, or an instruction set, loaded and executed by a processor to implement an algorithm for implementing a second control mode in a high speed railway improved control method as described above.
Correspondingly, the application also provides a computer device, which comprises a processor and a memory, wherein at least one instruction, at least one section of program, code set or instruction set is stored in the memory, and the at least one instruction, the at least one section of program, the code set or the instruction set is loaded and executed by the processor to realize the algorithm for realizing the second train control mode in the improved train control method of the high-speed railway.
Finally, in order to illustrate the effect of the method, the embodiment also provides a specific calculation example, and the tracking distance calculated by adopting the improved vehicle control method provided by the application is compared with the tracking distance calculated by adopting the traditional 'hard wall collision' vehicle control method, so as to verify the effect.
Please refer to fig. 5. The calculation example adopts the straight road condition, the CRH380BL motor train unit is selected for calculation, and the calculation example calculation can be carried out after the line parameters and the train parameters are determined. The specific process of calculation example is as follows:
step1, inputting train parameters of a CRH380BL motor train unit, parameters of a current line and initial speeds of a front train and a rear train;
step2, respectively calculating the tracking interval of the train at each speed level by adopting an original train control method and the train tracking interval at each speed level by adopting a novel train control method;
step3, under the original train control method, adopting a train control method of 'bumping a hard wall', and obtaining train tracking distances of different speed grades of the front and rear trains under the original train control method according to the deceleration sectional value of the 'European standard method' of the CRH380 BL-type motor train unit and the formula (2-6); under the novel train control method, according to the discussion of the previous section, the train tracking distances of different speed grades of the front train and the rear train under the novel train control method can be obtained by combining the formulas (2-6) to (2-11). After the train tracking distance is calculated, according to a calculation formula of the train interval tracking interval time, as shown in a formula (3-1), the train tracking intervals of different speed grades of the front train and the rear train under the original train control method and the novel train control method can be obtained.
In which L Tracking distance -the tracking distance of the front and rear trains, m; l (L) Manufacturing process -the service braking distance m of the rear train; l (L) Anti-theft device -safety distance, m; l (L) Closing the door -occlusion partition length, m; l (L) Column of -front row train length, m; l (L) Additional of -free distance, m; v (V) Interval of -speed of the trailing train km/h.
Step4, calculating the compression condition of the train tracking interval by adopting the novel train control method compared with the original train control method.
The value table of the deceleration of the service brake under the novel vehicle control method is shown in table 4. When the speed of the front and rear trains is lower than 100km/h, the maximum value and the minimum value of the deceleration take-up values have no difference basically, namely, no deceleration take-up range exists, so that the deceleration in the situation cannot be segmented.
Table 4 value table for deceleration of service brake in novel mode of controlling vehicle
Based on the limitation of the application of the novel train control method, the train tracking interval adopting the novel train control method can be calculated. Therefore, in the example, only the speed of the front and rear trains is calculated to be more than 100km/h, the speed is increased by 50km/h, and the train tracking interval under the original train control method and the train tracking interval under the novel train control method are calculated respectively on the assumption that the initial speed of the front train is equal to the initial speed of the rear train.
According to the calculation flow, the train tracking distance (L) of the trains with different speed grades under the condition of flat roads by adopting the original train control method can be obtained Chasing with ) Train tracking interval (I) Chasing with ) Distance (L 'to train tracking of novel train control method' Chasing with ) Train tracking interval (I' Chasing with ) The calculation results are shown in table 5. When the speed of the front and rear trains is 350km/h, the novel train control method is adopted to compress the tracking distance of the trains to about 3158 meters and compress the tracking interval of the trains to about 32 seconds.
TABLE 5 train tracking intervals at different speed levels for two control methods in the case of straight road
The foregoing description of the embodiments has been provided for the purpose of illustrating the general principles of the application, and is not meant to limit the scope of the application, but to limit the application to the particular embodiments, and any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the application are intended to be included within the scope of the application.
Claims (10)
1. An improved control method for a high-speed railway, which is characterized by comprising the following steps:
when other trains exist in the front preset distance, acquiring the front vehicle speed and the rear vehicle speed, analyzing whether the front vehicle speed is greater than the rear vehicle speed, and if so, adopting a basic vehicle control mode to ensure that the rear vehicle and the front vehicle keep a front vehicle emergency braking distance;
if the collision force is smaller than the preset collision force, a second car control mode is adopted, wherein the second car control mode is a car control mode combining a hard wall collision with a soft wall collision;
the implementation algorithm of the second vehicle control mode comprises the following steps:
acquiring train type and route parameters;
calculating the service braking distance and the emergency braking distance of the front and rear trains at different speed grades according to the train type and the route parameters;
determining a deceleration value range of the rear vehicle according to constraint conditions and a common braking distance calculation formula of the rear vehicle in a second vehicle control mode;
and combining the deceleration value ranges of the rear vehicles to obtain the deceleration value of the rear vehicles corresponding to the front and rear vehicle speed sections, and controlling the deceleration of the rear vehicles.
2. The improved control method for high-speed railways according to claim 1, wherein combining the range of values of the deceleration of the rear vehicles to obtain the value of the deceleration of the rear vehicles corresponding to the front and rear vehicle speed segments, for controlling the deceleration of the rear vehicles, comprises:
step1, taking a range table from a based on the deceleration of the common brake under the novel vehicle control method 350，350 And merging upwards along the direction of the rear vehicle, merging to a termination condition, stopping merging, and recording the deceleration value and the corresponding rear vehicle speed.
Step2, searching leftwards along the front vehicle direction, namely searching for the deceleration value in Step1 to exist in the deceleration value range corresponding to the front vehicle speed, and recording the speeds and merging after the searching is finished.
Step3, sorting the combined rear vehicle speed and the combined front vehicle speed as a segment, wherein the deceleration value is the deceleration value in Step 1.
Step4, deleting the part of the speed of the rear vehicle and the speed of the front vehicle which are already combined in the table, and repeating Step1-4 until all the speeds are deleted.
3. The improved control method for high-speed railways according to claim 2, wherein the termination condition is that deceleration values before and after combination have no intersection.
4. The improved control method for high-speed railways according to claim 1, wherein calculating the service braking distance and the emergency braking distance at different speed levels of the front and rear trains according to the train type and the route parameters comprises:
calculating common braking distance of rear vehicle under hard wall collision control method
Calculating a service braking distance of a rear vehicle in a second vehicle control mode
Calculation rear vehicleIs the emergency braking distance of (2)
Calculating an emergency braking distance of a preceding vehicle
5. The improved control method for high-speed railways according to claim 4, wherein determining the range of the rear vehicle deceleration according to the constraint condition and the calculation formula of the service braking distance of the rear vehicle in the second control mode comprises:
obtaining a value range of the service braking distance in the second vehicle control mode according to the constraint condition;
and reversely pushing the deceleration value range of the rear vehicle according to a common braking distance calculation formula under the second vehicle control mode.
6. The improved control method for high-speed railways according to claim 5, wherein the constraint conditions are:
wherein L is Tracking The tracking distance m of the front and rear trains;the emergency braking distance m of the front vehicle; v General purpose medicine The running speed of the rear vehicle is m/s; t is t Safety redundancy S is a safe redundancy time; />And m is the common braking distance of the rear vehicle under the method of controlling the vehicle by striking the hard wall.
7. The improved control method for high speed rail of claim 6, wherein the service braking distance in the second control modeThe range of the values is as follows:
in the method, in the process of the application,the emergency braking distance m of the front vehicle; l (L) Column of The train length of the front train, m; v General purpose medicine The running speed of the rear vehicle is m/s; t is t Safety redundancy S is the safe redundancy time.
8. The improved control method for the high-speed railway according to claim 7, wherein the range of values of the deceleration of the rear car is:
wherein a' Often times (min) and a' Often times (max) is the minimum and maximum value of the service brake deceleration of the rear vehicle, v Rear part (S) The current speed of the rear vehicle is m/s;for deceleration of the rear vehicle due to basic resistance, m/s 2 ；/>Is the idle running time of the train, s.
9. A computer readable storage medium having stored therein at least one instruction, at least one program, code set, or instruction set loaded and executed by a processor to implement an algorithm for a second ride control mode in a method for improving ride control of a high speed railway according to any one of claims 1 to 8.
10. A computer device comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, code set, or instruction set that is loaded and executed by the processor to implement an algorithm for implementing a second control mode in an improved control method for a high speed railway according to any one of claims 1 to 8.
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