CN117184176A - Automatic train driving speed planning method and device - Google Patents
Automatic train driving speed planning method and device Download PDFInfo
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Abstract
The invention provides a method and a device for planning the automatic driving speed of a train, wherein the method comprises the following steps: acquiring train parameters; establishing a train kinematics model according to train parameters; calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve; optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition, and generating a second shortest time ATO target speed curve; according to the train operation schedule time, regulating the cruising speed of each speed limiting section in the second shortest time ATO target speed curve to generate a third shortest time ATO target speed curve; and controlling the train to run according to the third shortest time ATO target speed curve. The method is used for solving the defect that the automatic train driving speed planning in the prior art cannot fully combine the real-time characteristics of the train, and realizing the improvement of the automatic train driving in the aspects of accurate control, energy-saving operation and riding comfort.
Description
Technical Field
The invention relates to the technical field of rail transit automatic driving, in particular to a method and a device for planning the automatic driving speed of a train.
Background
Urban rail transit is a large-capacity public transportation infrastructure and is a backbone transportation mode for urban guide bearing green low-carbon travel. Urban rail transit has important energy conservation and emission reduction advantages, but excessive total energy consumption is still a big pain point facing urban rail transit.
In the urban rail transit field, vehicles and signal systems are core systems, and an interface mode is generally adopted between the vehicles and the signal systems. As the project is put into operation, the interface problem of the vehicle system and the signal system emerges, and the interface design is improper, the matching is improper, the understanding is improper and the like can cause a plurality of influences and troubles to the operation. When the existing signal system ATO (Automatic Train Operation ) control mode is used for controlling train operation, the real-time characteristic of the train is not fully combined, and energy-saving operation and shortest time operation cannot be realized for controlling the train. The train control strategy is more extensive in the manual driving mode, the switching of the traction and braking of the train is controlled frequently on the premise of meeting the aim of train operation time, and the optimal operation control of the train operation is not comprehensively considered from a train operation system.
The currently applied automatic train driving method is still based on the traditional automatic theory, namely, a target curve is firstly generated according to a driving plan, line conditions, train conditions and the like, and then the train is controlled to run along the target curve through a certain control algorithm. The automatic driving method has poor effects in the aspects of accurate and efficient control, quasi-point operation, energy-saving operation, passenger riding comfort and the like of the train, and is difficult to meet the automatic driving requirement of the current train.
Disclosure of Invention
The invention provides a method and a device for planning the automatic driving speed of a train, which are used for solving the defect that the automatic driving speed of the train in the prior art cannot be fully combined with the real-time characteristic of the train, and realizing the improvement of the automatic driving of the train in the aspects of accurate control, energy-saving operation and riding comfort.
The invention provides a method for planning the automatic driving speed of a train, which comprises the following steps:
acquiring train parameters;
establishing a train kinematics model according to the train parameters;
calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve;
optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition, and generating a second shortest time ATO target speed curve;
according to the train operation schedule time, regulating the cruising speed of each speed limiting section in the second shortest time ATO target speed curve, and generating a third shortest time ATO target speed curve;
and controlling the train to run according to the third shortest time ATO target speed curve.
According to the method for planning the automatic driving speed of the train, which is provided by the invention, the train kinematics model is established according to the train parameters, and the method comprises the following steps:
Establishing a train kinematic model according to the train parameters, wherein the train kinematic model comprises the following components: a calculation formula of the resultant force of the maximum traction force, the maximum braking force and the resistance;
the maximum traction force is calculated through a train traction characteristic curve or a fitted traction force-speed formula, the maximum braking force is calculated through a train braking characteristic curve, and the resultant resistance force is calculated through relevant parameters of a train and a test line thereof.
According to the train automatic driving speed planning method provided by the invention, the maximum traction force F traction The calculation formula of (2) is as follows:
F traction ＝f t (v)
wherein f t (v) For the traction characteristics F of trains traction -a v-curve representing the maximum traction force that the train can exert at different speeds;
the maximum braking force F brake The calculation formula of (2) is as follows:
F brake ＝f b (v)
wherein f b (v) For braking characteristics F of trains brake -v curve representing the train at different pointsMaximum braking force that can be exerted at speed;
the resultant force of resistance F res The calculation formula of (2) is as follows:
F res ＝F basic +F add_ramp +F add_curve +F add_tunnel
wherein F is basic Is the basic resistance, F add_ramp Adding resistance force F to the ramp add_curve To add resistance force to bend, F add_tunnel Adding resistance to the tunnel;
said basic resistance F basic The calculation formula of (2) is as follows:
F basic ＝(a+bV+cV 2 )×Mg
the ramp is additionally provided with resistance F add_ramp The calculation formula of (2) is as follows:
F add_ramp ＝i×Mg
The curve additional resistance F add_curve The calculation formula of (2) is as follows:
the tunnel additional resistance F add_tunnel The calculation formula of (2) is as follows:
F add_tunnel ＝0.00013L sd ×Mg
wherein a, b and c are basic resistance coefficients, M is train mass, g is gravitational acceleration, i is ramp thousand-fraction, A is experimental constant, R is line curve radius, L sd Is the tunnel length.
According to the method for planning the automatic driving speed of the train, after the train kinematic model is established according to the train parameters, the method further comprises the following steps:
establishing a train energy consumption calculation model and a train comfort evaluation model according to the train kinematics model;
and analyzing the energy consumption and the comfort level of the current train operation in real time according to the train energy consumption calculation model and the train comfort level evaluation model.
According to the method for planning the automatic driving speed of the train, which is provided by the invention, the train energy consumption calculation model is as follows:
wherein η is the energy absorption rate; f (F) traction-n For traction at any N meters, delta N is traction calculation simulation step length, and N is total step length number of running of the train between two stations;
the train comfort level calculation model is as follows:
wherein a is n Acceleration at arbitrary n meters, t n For any N meter duration, delta N is the traction calculation simulation step length, and N is the total number of steps of the train running between two stations.
According to the method for planning the automatic driving speed of the train, which is provided by the invention, the highest cruising speed of each speed limit section of the train is calculated according to the train kinematics model, and a first shortest time ATO target speed curve is generated, and the method comprises the following steps:
determining the highest running speed of each speed limit interval according to the line conditions;
according to the highest running speed of each speed limiting section, starting from the end point of the speed limiting section in sequence, and calculating reversely one meter by one meter through the maximum braking force to obtain a braking speed limiting section speed curve of the corresponding speed limiting section;
combining the speed curves of the braking speed limiting intervals of each speed limiting interval to generate an ATO target speed curve;
and according to the ATO target speed curve, starting from an initial position in each speed limit section, controlling the train to maintain traction working conditions through maximum traction until the speed reaches the ATO target speed in the ATO target speed curve, and controlling the train to brake through maximum braking force after the train reaches the ATO target speed to obtain a first shortest time ATO target speed curve.
According to the method for planning the automatic driving speed of the train, which is provided by the invention, the comfort level of the first shortest time ATO target speed curve is optimized according to the running condition of the current train, and a second shortest time ATO target speed curve is generated, and the method comprises the following steps:
Analyzing the quasi-punctuality of the ATO target speed curve of the first shortest time, and if the residual time exists, calculating the acceleration of the train when the maximum traction force is obtained through a train kinematics model according to the stress condition of the ATO target speed curve of the first shortest time at the traction working condition to cruising working condition;
calculating and correspondingly adjusting the traction level corresponding to each meter in the ATO target speed curve at the first shortest time according to the acceleration of the train at the maximum traction;
calculating and correspondingly adjusting the corresponding braking level of each meter in the ATO target speed curve of the first shortest time according to the braking acceleration of the train which can be guaranteed in the braking speed limit section;
and outputting the adjusted first shortest time ATO target speed curve to obtain a second shortest time ATO target speed curve.
According to the method for planning the automatic driving speed of the train, the cruising speed of each speed limiting section in the second shortest time ATO target speed curve is adjusted according to the time of the train operation schedule, and a third shortest time ATO target speed curve is generated, which comprises the following steps:
calculating the running time of the train speed limit interval according to the second shortest time ATO target speed curve;
Comparing the running time of the train speed limit interval with the train operation schedule time, and calculating and adjusting the highest speed limit section cruising speed in the ATO target speed curve of the second shortest time by a linear approximation method until the train operation schedule time requirement is met;
and outputting the adjusted second shortest time ATO target speed curve to obtain a third shortest time ATO target speed curve.
According to the method for planning the automatic driving speed of the train, which is provided by the invention, the running time of the speed limit interval of the train and the time of the train operation schedule are compared, the cruising speed of the highest speed limit section in the ATO target speed curve of the second shortest time is calculated and regulated by a linear approximation method until the time requirement of the train operation schedule is met, and the method comprises the following steps:
comparing the running time t of the train speed limit interval c And train operation schedule time T 0 ：
Δt＝T 0 -t c
If delta t>t z The traction and braking processes are ignored in each speed limit interval by a linear approximation method, and the cruise working conditions are adopted in the preset speed limit interval, so that the running time t of the train speed limit interval is obtained c Cruise speed v at highest speed limit in the second shortest time ATO target speed profile cr Linear relation of (2);
calculating and adjusting the highest speed limit section cruising speed v for a plurality of times according to the linear relation cr Wherein the ith calculation of the highest speed limit cruise speed v by linear approximation cr The formula of (2) is:
wherein T is 0 For train operation schedule time, t c Calculating the running time of the speed limit interval of the train for the ith time, v cr (i) Calculating the highest speed limit section cruising speed for the ith time, v cr (i+1) Cruising speed for the new highest speed limit section obtained by calculation;
adjusting the highest speed limit section cruising speed v cr Up to a value of Δt.ltoreq.t z To meet train operation schedule time requirements.
The invention also provides a device for planning the automatic driving speed of the train, which comprises the following steps:
the parameter acquisition module is used for acquiring train parameters;
the model building module is used for building a train kinematics model according to the train parameters;
the curve generation module is used for calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model and generating a first shortest time ATO target speed curve;
the comfort optimization module is used for optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition and generating a second shortest time ATO target speed curve;
the speed adjusting module is used for adjusting the cruising speed of each speed limiting section in the second shortest time ATO target speed curve according to the train operation schedule time to generate a third shortest time ATO target speed curve;
And the speed planning module is used for controlling the train to run according to the third shortest time ATO target speed curve.
According to the method and the device for planning the automatic driving speed of the train, the kinematic model of the train is built after the train parameters are acquired, so that the kinematic parameters of the train can be calculated in real time. And then calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve according to the highest cruising speed. The ATO target speed curve at the first shortest time can guide the automatic driving of the train, ensure the stopping accuracy of the train and realize the recording control of the automatic driving of the train. On the basis of accurate stopping points and accuracy of the train, the comfort level of the ATO target speed curve of the first shortest time is optimized according to the running condition of the current train, the ATO target speed curve of the second shortest time is generated, and the energy-saving effect of the running of the train is improved. And then, according to the train operation schedule, the cruising speed of each speed limit section in the second shortest time ATO target speed curve is adjusted, a third shortest time ATO target speed curve is generated, and on the premise that the train reaches the punctual requirement, the cruising speed of each speed limit section is adjusted so as to reduce the impact rate of the train operation and optimize the comfort level of the train in the traction and braking stages. And finally, controlling the train to run according to the third shortest time ATO target speed curve, solving the defect that the automatic train driving speed planning in the prior art can not fully combine the real-time characteristics of the train, and realizing the improvement of the automatic train driving in the aspects of accurate control, energy-saving running and riding comfort.
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 method for planning the automatic driving speed of a train;
FIG. 2 is a schematic illustration of ATO target speed curve for the method for planning the speed of automatic driving of a train provided by the invention;
FIG. 3 is an ATO target speed curve effect display diagram of the method for planning the automatic driving speed of the train;
fig. 4 is a schematic structural diagram of the automatic train driving speed planning device provided by the 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.
A method for planning an automatic driving speed of a train according to a first embodiment of the present invention will be described with reference to fig. 1.
As shown in fig. 1, a first embodiment of the present invention provides a method for planning an automatic driving speed of a train, which specifically includes the following steps (the number of each step in this embodiment is only used for step differentiation, and the specific execution sequence of each step is not limited):
step S1: and acquiring train parameters.
And acquiring and processing related parameters of train operation according to different trains, lines and real-time operation conditions.
Step S2: and establishing a train kinematics model according to the train parameters.
And establishing a kinematic model of the train according to the acquired train operation related parameters, and calculating the kinematic parameters of the train in real time to provide a data base for the subsequent speed curve generation and optimization.
Step S3: and calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve.
According to the established kinematic model, calculating the highest cruising speed of each speed limit section of the train, planning an ATO (Automatic Train Operation ) target speed curve under the driving strategy, and taking the ATO target speed curve as a first shortest time ATO target speed curve to guide the automatic train driving, ensure the stopping accuracy of the train and realize the recording control of the automatic train driving.
Step S4: and optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition, and generating a second shortest time ATO target speed curve.
Optimizing on the basis of the first shortest time ATO target speed curve, optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition, generating a second shortest time ATO target speed curve, and improving the energy-saving effect of train running.
Step S5: and adjusting the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operation schedule time, and generating a third shortest time ATO target speed curve.
On the basis of the energy-saving optimized second shortest time ATO target speed curve, cruising speeds of all speed limit sections in the second shortest time ATO target speed curve are adjusted according to the train operation schedule time, a third shortest time ATO target speed curve is generated, cruising speeds of all speed limit sections are adjusted on the premise that the train meets punctuality requirements, so that the running impact rate of the train is reduced, and the comfort level of the train in a traction stage and a braking stage is optimized.
Step S6: and controlling the train to run according to the third shortest time ATO target speed curve.
And finally, controlling the train to run according to the third shortest time ATO target speed curve so as to realize the improvement of the automatic driving of the train in the aspects of precise control, energy-saving running and riding comfort.
According to the method for planning the automatic driving speed of the train, provided by the first embodiment of the invention, the kinematic parameters of the train can be calculated in real time by establishing the kinematic model of the train after acquiring the train parameters. And then calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve according to the highest cruising speed. The ATO target speed curve at the first shortest time can guide the automatic driving of the train, ensure the stopping accuracy of the train and realize the recording control of the automatic driving of the train. On the basis of accurate stopping points and accuracy of the train, the comfort level of the ATO target speed curve of the first shortest time is optimized according to the running condition of the current train, the ATO target speed curve of the second shortest time is generated, and the energy-saving effect of the running of the train is improved. And then, according to the train operation schedule, the cruising speed of each speed limit section in the second shortest time ATO target speed curve is adjusted, a third shortest time ATO target speed curve is generated, and on the premise that the train reaches the punctual requirement, the cruising speed of each speed limit section is adjusted so as to reduce the impact rate of the train operation and optimize the comfort level of the train in the traction and braking stages. And finally, controlling the train to run according to the third shortest time ATO target speed curve, solving the defect that the automatic train driving speed planning in the prior art can not fully combine the real-time characteristics of the train, and realizing the improvement of the automatic train driving in the aspects of accurate control, energy-saving running and riding comfort.
In this embodiment, the establishing a train kinematic model according to the train parameters includes:
establishing a train kinematic model according to the train parameters, wherein the train kinematic model comprises the following components: a calculation formula of the resultant force of the maximum traction force, the maximum braking force and the resistance;
the maximum traction force is calculated through a train traction characteristic curve or a fitted traction force-speed formula, the maximum braking force is calculated through a train braking characteristic curve, and the resultant resistance force is calculated through relevant parameters of a train and a test line thereof.
According to train parameters, a train kinematics model of the train in the current state is established, and the train kinematics model in the embodiment comprises: and calculating formulas of the maximum traction force, the maximum braking force and the resultant force of resistance. The maximum traction force is calculated according to a train traction characteristic curve or a fitted F (a) -V traction force-speed formula on the premise of fully considering a motor efficiency curve, the maximum braking force is calculated according to a train braking characteristic curve, and the resistance resultant force is calculated through relevant parameters of a train and a test line thereof. The current train kinematics model is established through a calculation formula of the maximum traction force, the maximum braking force and the resultant force of the resistance, so that the real-time data of the maximum traction force, the maximum braking force and the resultant force of the resistance of the train can be represented, and a data basis is provided for the subsequent speed curve planning.
In this embodiment, the maximum traction force F traction The calculation formula of (2) is as follows:
F traction ＝f t (v)
wherein f t (v) For the traction characteristics F of trains traction -a v-curve representing the maximum traction force that the train can exert at different speeds;
the maximum braking force F brake The calculation formula of (2) is as follows:
F brake ＝f b (v)
wherein f b (v) For braking characteristics F of trains brake -a v-curve representing the maximum braking force that the train can exert at different speeds;
the resultant force of resistance F res The calculation formula of (2) is as follows:
F res ＝F basic +F add_ramp +F add_curve +F add_tunnel
wherein F is basic Is the basic resistance, F add_ramp Adding resistance force F to the ramp add_curve To add resistance force to bend, F add_tunnel Adding resistance to the tunnel;
said basic resistance F basic The calculation formula of (2) is as follows:
F basic ＝(a+bV+cV 2 )×Mg
the ramp is additionally provided with resistance F add_ramp The calculation formula of (2) is as follows:
F add_ramp ＝i×Mg
the curve additional resistance F add_curve The calculation formula of (2) is as follows:
the tunnel additional resistance F add_tunnel The calculation formula of (2) is as follows:
F add_tunnel ＝0.00013L sd ×Mg
wherein a, b and c are basic resistance coefficients, M is train mass, g is gravitational acceleration, i is ramp thousand-fraction, A is experimental constant, R is line curve radius, L sd Is the tunnel length.
Maximum traction force F traction And maximum braking force F brake The traction characteristic curve and the braking characteristic curve are calculated according to the corresponding traction characteristic curve and braking characteristic curve, and the unit is kN. Resultant force of resistance F res Including the basic resistance, the ramp additional resistance, the curve additional resistance and the tunnel additional resistance in the running of the train, and the unit is N. The unit of train mass is ton, and the unit of line curve radius and tunnel length is m. The train kinematics model established by the train parameters can accurately reflect the running condition of the current train.
In this embodiment, after the train kinematic model is built according to the train parameters, the method further includes:
establishing a train energy consumption calculation model and a train comfort evaluation model according to the train kinematics model;
and analyzing the energy consumption and the comfort level of the current train operation in real time according to the train energy consumption calculation model and the train comfort level evaluation model.
Based on the established train kinematics model, a train energy consumption calculation model and a train comfort evaluation model are further established, real-time energy consumption conditions and comfort conditions of the train can be analyzed and reflected, and important references are provided for subsequent speed curve optimization.
In this embodiment, the train energy consumption calculation model is:
wherein η is the energy absorption rate; f (F) traction-n For traction at any N meters, delta N is traction calculation simulation step length, and N is total step length number of running of the train between two stations;
the train comfort level calculation model is as follows:
wherein a is n Acceleration at arbitrary n meters, t n For any N meter duration, delta N is the traction calculation simulation step length, and N is the total number of steps of the train running between two stations.
The stress condition of the train under the working conditions of traction, cruising and braking can be obtained by analyzing the train dynamics model, and the traction energy consumption of the train running between two stations can be accurately expressed by the train energy consumption calculation model under the condition of not considering the utilization of regenerated energy, wherein the traction force F at any n meters is calculated traction-n In kN and the traction calculation simulation step deltan in m. Meanwhile, a comfort level calculation model can be obtained by analyzing the change rate of the acceleration a of the train so as to accurately express the evaluation index of the comfort level of the train, wherein the acceleration a at any n meters is calculated n In m/s2, a time length t at any n meters n Is in s and the traction calculation simulation step deltan is in m.
In this embodiment, the calculating, according to the train kinematic model, the highest cruising speed of each speed limit section of the train and generating the first shortest time-consuming ATO target speed curve includes:
determining the highest running speed of each speed limit interval according to the line conditions;
according to the highest running speed of each speed limiting section, starting from the end point of the speed limiting section in sequence, and calculating reversely one meter by one meter through the maximum braking force to obtain a braking speed limiting section speed curve of the corresponding speed limiting section;
combining the speed curves of the braking speed limiting intervals of each speed limiting interval to generate an ATO target speed curve;
and according to the ATO target speed curve, starting from an initial position in each speed limit section, controlling the train to maintain traction working conditions through maximum traction until the speed reaches the ATO target speed in the ATO target speed curve, and controlling the train to brake through maximum braking force after the train reaches the ATO target speed to obtain a first shortest time ATO target speed curve.
And calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model established in the steps, and planning a shortest time ATO target speed curve by adopting a driving strategy of three working conditions of maximum level traction, cruising and maximum level braking as a first shortest time ATO target speed curve.
Firstly, determining the highest running speed of each speed limit section according to line conditions. The train takes the descending point of the speed limiting condition as the target point of the running process to divide the speed limiting area, and under the conditions that the running speed does not exceed the ATP (Automatic Train Protection ) speed limit in the time delay process of triggering the safety braking and ensuring the working condition conversion, the highest running speed in each speed limiting interval is generated by the following formula:
V coast ＝V m -a coast ×T coast
wherein V is coast For the interval highest cruising speed, V m Is ATP-limiting, a coast Coasting acceleration at interval speed limit value, T coast For a set time.
According to the highest running speed of each speed limiting section, starting from the end point of the speed limiting section in sequence, and calculating reversely by meter through the maximum braking force to obtain the corresponding speed limiting sectionBraking speed limit section speed curve of speed limit section. After determining the highest running speed of the current interval, sequentially starting from the end point of the speed-limiting interval, and calculating the speed curve of the braking speed-limiting interval corresponding to the speed-limiting interval by reversing the maximum braking force (the maximum braking level), wherein the calculating steps of the corresponding braking level of each meter are as follows: assuming that the braking force at the end of the interval is the maximum braking force F brake And velocity V of section end position L When 0, the resultant force F and the acceleration a of the braking force and the resistance applied at this time are respectively:
F＝F brake +F res
wherein M is the mass of the train, F res Is the resultant force of resistance experienced by the train at the end point. The calculated acceleration a is the braking acceleration a which can be ensured in the braking interval b-reference 。
From this, the time t one meter before the end point can be obtained L-1 And velocity V L-1 The method comprises the following steps:
continuing to calculate from meter to meter in the starting point direction, and adopting maximum braking force to reduce speed, so that the resultant force F of the braking force and the resistance applied at the moment L-n Acceleration a L-n Still be:
F L-n ＝F brake +F res
thus, the time at L-n-1 can be obtainedt L-n-1 And velocity V L-n-1 The method comprises the following steps:
from this, one meter per meter is calculated up to V L-n ≥V coast A braking curve from L-n to the end point is obtained. If the control point exceeds the highest cruising speed V corresponding to the mileage interval coast Then the corresponding V is corrected by the corresponding highest cruising speed L-n 。
And combining the speed curves of the braking speed limiting sections of the speed limiting sections to generate an ATO target speed curve. The highest speed curve in each speed limit section is connected with the braking curve obtained by reverse thrust, so that an ATO target speed curve of each section of the train under the current line condition is obtained, and the schematic diagram of the ATO target speed curve is shown in figure 2.
And according to the ATO target speed curve, starting from an initial position in each speed limit section, controlling the train to maintain traction working conditions through maximum traction until the speed reaches the ATO target speed in the ATO target speed curve, and controlling the train to brake through maximum braking force after the train reaches the ATO target speed to obtain a first shortest time ATO target speed curve. And in each speed limiting interval, starting from an initial position according to the generated ATO target speed curve, adopting the maximum traction force (maximum level traction), keeping the traction working condition until the speed reaches the ATO target speed, keeping the cruising speed unchanged until the cruising speed is operated to a position where the cruising speed is converted into the braking working condition, and braking by adopting the maximum braking force to obtain a complete shortest time ATO target speed curve, namely a first shortest time ATO target speed curve. And calculating the corresponding speed value and the time consumption of the train from the starting point position on the basis of the curve meter by meter, and obtaining the shortest running time.
In this embodiment, the optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition, and generating the second shortest time ATO target speed curve includes:
analyzing the quasi-punctuality of the ATO target speed curve of the first shortest time, and if the residual time exists, calculating the acceleration of the train when the maximum traction force is obtained through a train kinematics model according to the stress condition of the ATO target speed curve of the first shortest time at the traction working condition to cruising working condition;
calculating and correspondingly adjusting the traction level corresponding to each meter in the ATO target speed curve at the first shortest time according to the acceleration of the train at the maximum traction;
calculating and correspondingly adjusting the corresponding braking level of each meter in the ATO target speed curve of the first shortest time according to the braking acceleration of the train which can be guaranteed in the braking speed limit section;
and outputting the adjusted first shortest time ATO target speed curve to obtain a second shortest time ATO target speed curve.
Based on the generated first shortest time ATO target speed curve, the train keeps constant acceleration and constant deceleration running in the traction and braking stages by a method of referencing acceleration, the impact rate of running of the train is reduced, and the comfort level of the train in the traction and braking stages is optimized.
And analyzing the quasi-punctuality of the ATO target speed curve at the first shortest time, and if the residual time exists, calculating the acceleration of the train at the maximum traction according to the stress condition of the ATO target speed curve at the traction working condition to cruising working condition at the first shortest time through a train kinematics model. Firstly, analyzing quasi-punctuality of an ATO target speed curve of the first shortest time, and obtaining residual time by making a difference between the shortest running time and train operation schedule time, if the residual time exists, according to the stress condition of the ATO target speed curve of the first shortest time at a traction working condition-cruising working condition, obtaining the acceleration of the maximum traction force (maximum traction level) according to a train kinematics model as follows:
wherein M is the mass of the train, F res 、F traction The drag force and the traction force of the train at the traction working condition to cruising working condition are respectively applied.
And calculating and correspondingly adjusting the traction level corresponding to each meter in the ATO target speed curve of the first shortest time according to the acceleration of the train during maximum traction from the starting point of the speed limit section. Taking the acceleration as a reference traction acceleration value of the speed limit section, calculating and correspondingly adjusting the corresponding traction level of each meter from the starting point position of the speed limit section according to the reference traction acceleration value as follows:
Wherein n is the distance from the current position to the starting point, M is the train quality, F res-n 、F traction-n The resultant force and the traction force of the resistance force applied to the train at the current position.
And calculating and correspondingly adjusting the corresponding braking level position per meter in the ATO target speed curve of the first shortest time according to the braking acceleration of the train which can be ensured in the braking speed limit section. Similarly, the braking stage can be based on the braking acceleration a of the train in the braking speed limit section b-reference And calculating and adjusting the corresponding braking level per meter according to the steps as the reference acceleration, and finally outputting the adjusted first shortest time ATO target speed curve to obtain a second shortest time ATO target speed curve.
In this embodiment, the adjusting the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operation schedule time to generate a third shortest time ATO target speed curve includes:
calculating the running time of the train speed limit interval according to the second shortest time ATO target speed curve;
comparing the running time of the train speed limit interval with the train operation schedule time, and calculating and adjusting the highest speed limit section cruising speed in the ATO target speed curve of the second shortest time by a linear approximation method until the train operation schedule time requirement is met;
And outputting the adjusted second shortest time ATO target speed curve to obtain a third shortest time ATO target speed curve.
Based on the adjusted second shortest time ATO target speed curve, the cruising speed of each speed limit section is adjusted through a linear approximation method according to the time of the train operation schedule, the cruising speed of the highest speed limit section is reduced, the traction (braking) process is reduced, the energy consumption is reduced, the train achieves the punctuality requirement, and finally the optimized second ATO target speed curve is output to serve as a third ATO target speed curve.
In this embodiment, comparing the running time of the train speed limit section with the train operation schedule time, calculating and adjusting the highest speed limit section cruising speed in the second shortest time-consuming ATO target speed curve by a linear approximation method until the train operation schedule time requirement is met, including:
comparing the running time t of the train speed limit interval c And train operation schedule time T 0 ：
Δt＝T 0 -t c
If delta t>t z The traction and braking processes are ignored in each speed limit interval by a linear approximation method, and the cruise working conditions are adopted in the preset speed limit interval, so that the running time t of the train speed limit interval is obtained c Cruise speed v at highest speed limit in the second shortest time ATO target speed profile cr Linear relation of (2);
calculating and adjusting the highest speed limit section cruising speed v for a plurality of times according to the linear relation cr Wherein the ith calculation of the highest speed limit cruise speed v by linear approximation cr The formula of (2) is:
wherein T is 0 For train operation schedule time, t c Calculating the running time of the speed limit interval of the train for the ith time,v cr (i) calculating the highest speed limit section cruising speed for the ith time, v cr (i+1) Cruising speed for the new highest speed limit section obtained by calculation;
adjusting the highest speed limit section cruising speed v cr Up to a value of Δt.ltoreq.t z To meet train operation schedule time requirements.
In the specific process of calculating and regulating the highest speed-limiting section cruising speed in the second shortest time ATO target speed curve by using linear approximation method, deltat is less than or equal to t z And (3) taking the cruise speed value as a judgment basis, namely meeting the requirement of punctuality, outputting the ATO target speed curve at the moment, otherwise, continuously adjusting the cruise speed value of the highest speed limit section by using a linear approximation mode until the requirement of timetable is met in actual use.
In this embodiment, the ATO target speed curve output after the final test vehicle and the line are optimized by the method is shown in fig. 3, and compared with the speed curve generated by the traditional driving strategy, the method of the invention effectively improves the comfort level of train operation on the basis of ensuring accurate points and accurate stopping of the train, reduces the energy consumption, and has the calculation result shown in table 1:
Table 1 analysis and comparison of results
The automatic train driving speed planning device provided by the invention is described below, and the automatic train driving speed planning device described below and the automatic train driving speed planning method described above can be correspondingly referred to each other.
As shown in fig. 4, the second embodiment of the present invention further provides a device for planning an automatic driving speed of a train, including:
the parameter obtaining module 210 is configured to obtain a train parameter.
The model building module 220 is configured to build a train kinematics model according to the train parameters.
The curve generating module 230 is configured to calculate, according to the train kinematic model, a highest cruising speed 240 of each speed limit section of the train, and generate a first shortest time ATO target speed curve.
The comfort optimization module 240 is configured to optimize the comfort level of the first shortest-time ATO target speed curve according to the current train running condition, and generate a second shortest-time ATO target speed curve.
The speed adjustment module 250 is configured to adjust the cruising speed of each speed limit section in the second shortest time ATO target speed curve according to the train operation schedule time, and generate a third shortest time ATO target speed curve.
The speed planning module 260 is configured to control the train operation according to the third shortest time ATO target speed profile.
According to the automatic train driving speed planning device provided by the second embodiment of the invention, the train kinematics model is built after the train parameters are acquired, so that the train kinematics parameters can be calculated in real time. And then calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve according to the highest cruising speed. The ATO target speed curve at the first shortest time can guide the automatic driving of the train, ensure the stopping accuracy of the train and realize the recording control of the automatic driving of the train. On the basis of accurate stopping points and accuracy of the train, the comfort level of the ATO target speed curve of the first shortest time is optimized according to the running condition of the current train, the ATO target speed curve of the second shortest time is generated, and the energy-saving effect of the running of the train is improved. And then, according to the train operation schedule, the cruising speed of each speed limit section in the second shortest time ATO target speed curve is adjusted, a third shortest time ATO target speed curve is generated, and on the premise that the train reaches the punctual requirement, the cruising speed of each speed limit section is adjusted so as to reduce the impact rate of the train operation and optimize the comfort level of the train in the traction and braking stages. And finally, controlling the train to run according to the third shortest time ATO target speed curve, solving the defect that the automatic train driving speed planning in the prior art can not fully combine the real-time characteristics of the train, and realizing the improvement of the automatic train driving in the aspects of accurate control, energy-saving running and riding comfort.
The apparatus 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 ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective 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 (10)
1. A method for planning the speed of automatic driving of a train, comprising:
acquiring train parameters;
establishing a train kinematics model according to the train parameters;
calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model, and generating a first shortest time ATO target speed curve;
optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition, and generating a second shortest time ATO target speed curve;
according to the train operation schedule time, regulating the cruising speed of each speed limiting section in the second shortest time ATO target speed curve, and generating a third shortest time ATO target speed curve;
And controlling the train to run according to the third shortest time ATO target speed curve.
2. The method for planning an automatic driving speed of a train according to claim 1, wherein the establishing a train kinematics model according to the train parameters comprises:
establishing a train kinematic model according to the train parameters, wherein the train kinematic model comprises the following components: a calculation formula of the resultant force of the maximum traction force, the maximum braking force and the resistance;
the maximum traction force is calculated through a train traction characteristic curve or a fitted traction force-speed formula, the maximum braking force is calculated through a train braking characteristic curve, and the resultant resistance force is calculated through relevant parameters of a train and a test line thereof.
3. The method for planning the speed of autonomous driving of a train according to claim 2, characterized in that said maximum traction force F traction The calculation formula of (2) is as follows:
F traction ＝f t (v)
wherein f t (v) For the traction characteristics F of trains traction -a v-curve representing the maximum traction force that the train can exert at different speeds;
the maximum braking force F brake The calculation formula of (2) is as follows:
F brake ＝f b (v)
wherein f b (v) For braking characteristics F of trains brake -v curve representing train inMaximum braking force that can be exerted at different speeds;
The resultant force of resistance F res The calculation formula of (2) is as follows:
F res ＝F basic +F add_ramp +F add_curve +F add_tunnel
wherein F is basic Is the basic resistance, F add_ramp Adding resistance force F to the ramp add_curve To add resistance force to bend, F add_tunnel Adding resistance to the tunnel;
said basic resistance F basic The calculation formula of (2) is as follows:
F basic ＝(a+bV+cV 2 )×Mg
the ramp is additionally provided with resistance F add_ramp The calculation formula of (2) is as follows:
F add_ramp ＝i×Mg
the curve additional resistance F add_curve The calculation formula of (2) is as follows:
the tunnel additional resistance F add_tunnel The calculation formula of (2) is as follows:
F add_tunnel ＝0.00013L sd ×Mg
wherein a, b and c are basic resistance coefficients, M is train mass, g is gravitational acceleration, i is ramp thousand-fraction, A is experimental constant, R is line curve radius, L sd Is the tunnel length.
4. A method of planning an autonomous driving speed of a train according to claim 3, further comprising, after said establishing a train kinematic model from said train parameters:
establishing a train energy consumption calculation model and a train comfort evaluation model according to the train kinematics model;
and analyzing the energy consumption and the comfort level of the current train operation in real time according to the train energy consumption calculation model and the train comfort level evaluation model.
5. The method for planning an automatic driving speed of a train according to claim 4, wherein the train energy consumption calculation model is:
Wherein η is the energy absorption rate; f (F) traction-n For traction at any N meters, delta N is traction calculation simulation step length, and N is total step length number of running of the train between two stations;
the train comfort level calculation model is as follows:
wherein a is n Acceleration at arbitrary n meters, t n For any N meter duration, delta N is the traction calculation simulation step length, and N is the total number of steps of the train running between two stations.
6. The method for planning the automatic driving speed of a train according to claim 2, wherein calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model and generating a first shortest time taken ATO target speed profile comprises:
determining the highest running speed of each speed limit interval according to the line conditions;
according to the highest running speed of each speed limiting section, starting from the end point of the speed limiting section in sequence, and calculating reversely one meter by one meter through the maximum braking force to obtain a braking speed limiting section speed curve of the corresponding speed limiting section;
combining the speed curves of the braking speed limiting intervals of each speed limiting interval to generate an ATO target speed curve;
and according to the ATO target speed curve, starting from an initial position in each speed limit section, controlling the train to maintain traction working conditions through maximum traction until the speed reaches the ATO target speed in the ATO target speed curve, and controlling the train to brake through maximum braking force after the train reaches the ATO target speed to obtain a first shortest time ATO target speed curve.
7. The method for planning the automatic driving speed of a train according to claim 2, wherein optimizing the comfort level of the first shortest-time ATO target speed profile according to the current train operation condition, and generating the second shortest-time ATO target speed profile, comprises:
analyzing the quasi-punctuality of the ATO target speed curve of the first shortest time, and if the residual time exists, calculating the acceleration of the train when the maximum traction force is obtained through a train kinematics model according to the stress condition of the ATO target speed curve of the first shortest time at the traction working condition to cruising working condition;
calculating and correspondingly adjusting the traction level corresponding to each meter in the ATO target speed curve at the first shortest time according to the acceleration of the train at the maximum traction;
calculating and correspondingly adjusting the corresponding braking level of each meter in the ATO target speed curve of the first shortest time according to the braking acceleration of the train which can be guaranteed in the braking speed limit section;
and outputting the adjusted first shortest time ATO target speed curve to obtain a second shortest time ATO target speed curve.
8. The method for planning automatic driving speed of a train according to claim 2, wherein the step of adjusting the cruising speed of each speed limit section in the second shortest time ATO target speed profile according to the train operation schedule time to generate a third shortest time ATO target speed profile comprises:
Calculating the running time of the train speed limit interval according to the second shortest time ATO target speed curve;
comparing the running time of the train speed limit interval with the train operation schedule time, and calculating and adjusting the highest speed limit section cruising speed in the ATO target speed curve of the second shortest time by a linear approximation method until the train operation schedule time requirement is met;
and outputting the adjusted second shortest time ATO target speed curve to obtain a third shortest time ATO target speed curve.
9. The method for planning the automatic driving speed of a train according to claim 8, wherein comparing the running time of the speed limit section of the train with the running time of the train running schedule, calculating and adjusting the cruising speed of the highest speed limit section in the second shortest time-consuming ATO target speed curve by a linear approximation method until the time requirement of the train running schedule is met, comprises:
comparing the running time t of the train speed limit interval c And train operation schedule time T 0 ：
Δt＝T 0 -t c
If delta t>t z The traction and braking processes are ignored in each speed limit interval by a linear approximation method, and the cruise working conditions are adopted in the preset speed limit interval, so that the running time t of the train speed limit interval is obtained c Cruise speed v at highest speed limit in the second shortest time ATO target speed profile cr Linear relation of (2);
calculating and adjusting the highest speed limit section cruising speed v for a plurality of times according to the linear relation cr Wherein the ith calculation of the highest speed limit cruise speed v by linear approximation cr The formula of (2) is:
wherein T is 0 For train operation schedule time, t c Calculating the running time of the speed limit interval of the train for the ith time, v cr (i) Calculating the highest speed limit section cruising speed for the ith time, v cr (i+1) Cruising speed for the new highest speed limit section obtained by calculation;
adjusting the highest speed limit section cruising speed v cr Up to a value of Δt.ltoreq.t z To meet train operation schedule time requirements.
10. An automatic train driving speed planning apparatus, comprising:
the parameter acquisition module is used for acquiring train parameters;
the model building module is used for building a train kinematics model according to the train parameters;
the curve generation module is used for calculating the highest cruising speed of each speed limit section of the train according to the train kinematics model and generating a first shortest time ATO target speed curve;
the comfort optimization module is used for optimizing the comfort level of the first shortest time ATO target speed curve according to the current train running condition and generating a second shortest time ATO target speed curve;
The speed adjusting module is used for adjusting the cruising speed of each speed limiting section in the second shortest time ATO target speed curve according to the train operation schedule time to generate a third shortest time ATO target speed curve;
and the speed planning module is used for controlling the train to run according to the third shortest time ATO target speed curve.
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