CN118387165A - Synchronous parking control method and device for virtual coupling train, train and medium - Google Patents
Synchronous parking control method and device for virtual coupling train, train and medium Download PDFInfo
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Abstract
The invention relates to the technical field of rail transit control, in particular to a synchronous parking control method, a synchronous parking control device, a synchronous parking control train and a synchronous parking control medium for a virtual train; the method comprises the following steps: obtaining the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle; the pilot vehicle and the following vehicle of the virtual linkage train are simultaneously parked at a target parking position as targets, and respective vehicle control curves of the pilot vehicle and the following vehicle are predicted according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of a reference deceleration point; and calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective vehicle control curves of the pilot vehicle and the following vehicle, and controlling the pilot vehicle and the following vehicle to synchronously park based on the maximum adjustable distance. Therefore, the problems that in the related art, the operation efficiency is poor and the operation requirement of the urban rail transit train at the platform cannot be met due to the fact that the stop of the virtual train is asynchronous are solved.
Description
Technical Field
The invention relates to the technical field of rail transit control, in particular to a synchronous parking control method and device for a virtual articulated train, the train and a medium.
Background
Along with the continuous development of cities, rail transit forms a mode of going out by more and more citizens, meanwhile, the passenger flows of the urban rail transit in different sections and time periods are greatly different, and higher requirements on the flexibility of subway transport capacity are also provided. The virtual grouping is one of the important modes of solving the imbalance of the time distribution of the transport organization. Under the condition of ensuring higher train service frequency, the optimal cooperation of passenger flow demand and transport capacity is realized by a virtual grouping mode.
In the related art, when the virtual train is actually applied to urban rail transit, the most prominent problem of the virtual train is that the parking time of two trains is not synchronous, namely, the time difference from the time of parking the front train at a platform to the time of parking the rear train is overlarge, so that the effective operation time of the virtual train at the platform is influenced, or the synchronous opening and closing of doors and the boarding and disembarking of passengers of all train units cannot be realized, and the operation requirement of the urban rail train at the platform is not met.
Disclosure of Invention
The invention provides a synchronous stopping control method and device for a virtual train, the virtual train, a storage medium and a program product, which are used for solving the problems that in the related art, the operation efficiency is poor and the operation requirement of an urban rail transit train at a platform cannot be met due to the fact that the platform stopping of the virtual train is asynchronous.
An embodiment of a first aspect of the present invention provides a synchronous parking control method for a virtual train, including the following steps: obtaining the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle; taking a pilot vehicle and a following vehicle of the virtual train to stop at a target parking position at the same time as targets, and predicting respective vehicle control curves of the pilot vehicle and the following vehicle according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of a reference deceleration point; and calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective vehicle control curves of the pilot vehicle and the following vehicle, and controlling the pilot vehicle and the following vehicle to synchronously park based on the maximum adjustable distance.
Optionally, the calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective control curves of the pilot vehicle and the following vehicle includes: identifying the curve type of each control curve of the pilot vehicle and the following vehicle; and calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the curve type, the maximum cruising speed, the minimum deceleration of the pilot vehicle, the maximum deceleration of the following vehicle and the limiting speed of the reference deceleration point.
Optionally, the curve types include first through third types, wherein,
If the curve type is the first type, the calculation formula of the maximum adjustable distance is:
S Maximum value =（v/amin- v/amax）*v*1/2，
wherein v is the maximum cruising speed of the virtual train, a min is the minimum deceleration of the pilot vehicle, and a max is the maximum deceleration of the following vehicle;
If the curve type is the second type, the calculation formula of the maximum adjustable distance is:
S Maximum value =(v/amin- v/amax)*v*1/2-(v-vλ)*(L- vλ 2/2amax)/ vλ,
Wherein v is the maximum cruising speed of the virtual articulated train, a min is the minimum deceleration of the piloting vehicle, a max is the maximum deceleration of the following vehicle, v λ is the limiting speed of the reference deceleration point, and L is the distance from the following vehicle to the target parking position at the first target moment;
If the curve type is the third type, the calculation formula of the maximum adjustable distance is:
S Maximum value =1/2* (v-vλ)*( 4Lδ/(vλ 2/amax-vλ 2/amin)+ v/amin- v/amax),
Wherein v is the maximum cruising speed of the virtual train, a min is the minimum deceleration of the pilot vehicle, a max is the maximum deceleration of the following vehicle, v λ is the limiting speed of the reference deceleration point, and L δ is the difference between the first distance from the second target moment of the following vehicle to the target parking position and the second distance from the third target moment of the pilot vehicle to the target parking position.
Optionally, the predicting a respective control curve of the pilot vehicle and the following vehicle according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of the reference deceleration point includes: acquiring the current position and the parking position of the pilot vehicle and the following vehicle respectively; predicting a control curve of the pilot vehicle according to the current position and the parking position of the pilot vehicle, the limiting speed of the reference speed reduction point and the minimum deceleration of the pilot vehicle; and predicting a control curve of the following vehicle according to the current position and the parking position of the following vehicle, the limiting speed of the reference speed reduction point and the maximum deceleration of the following vehicle.
Optionally, the controlling the pilot vehicle and the follower vehicle to stop synchronously based on the maximum adjustable distance includes: acquiring the current distance between the pilot vehicle and the following vehicle in the deceleration parking process; and controlling the pilot vehicle and the following vehicle to synchronously park according to the maximum adjustable distance and the current distance.
Optionally, the controlling the pilot vehicle and the following vehicle to stop synchronously according to the maximum adjustable distance and the current distance includes: and if the current distance is larger than the maximum adjustable distance, controlling the pilot vehicle to decelerate to a target speed so as to realize synchronous parking of the pilot vehicle and the following vehicle.
An embodiment of a second aspect of the present invention provides a synchronous parking control apparatus for a virtual train, including: the acquisition module is used for acquiring the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle; the prediction module is used for predicting respective vehicle control curves of the pilot vehicle and the following vehicle according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of a reference deceleration point by taking the pilot vehicle and the following vehicle of the virtual train to stop at a target parking position at the same time as targets; the calculation module is used for calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective vehicle control curves of the pilot vehicle and the following vehicle, and controlling the pilot vehicle and the following vehicle to synchronously park based on the maximum adjustable distance.
An embodiment of a third aspect of the present invention provides a virtual articulated train, including: the system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to realize the synchronous parking control method of the virtual train.
An embodiment of a fourth aspect of the present invention provides a computer-readable storage medium having stored thereon a computer program that is executed by a processor for implementing the synchronous stop control method of a virtual train as described in the above embodiment.
An embodiment of a fifth aspect of the present invention provides a computer program product for implementing the synchronous parking control method of a virtual train as in the above embodiment, when the computer program is executed.
Therefore, the invention has at least the following beneficial effects:
According to the embodiment of the invention, the pilot vehicle and the following vehicle of the virtual linkage train can be parked at the target parking position at the same time, the respective control curves of the pilot vehicle and the following vehicle are predicted according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of the reference deceleration point, the maximum adjustable distance between the pilot vehicle and the following vehicle is calculated based on the respective control curves of the pilot vehicle and the following vehicle, and the synchronous parking of the pilot vehicle and the following vehicle is controlled based on the maximum adjustable distance, so that the synchronous door opening and closing and the passenger getting on and off are realized, and the operation requirement of the urban rail transit train at the platform is met.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
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The foregoing and/or additional aspects and advantages of the invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
fig. 1 is a flowchart of a synchronous parking control method of a virtual articulated train according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of virtual inter-train and inter-train communication provided in accordance with an embodiment of the present invention;
Fig. 3 is a schematic diagram of a first virtual linkage formation inbound scenario provided according to an embodiment of the present invention;
Fig. 4 is a schematic diagram of a second virtual linkage formation inbound scenario provided according to an embodiment of the present invention;
fig. 5 is a schematic diagram of a third virtual linkage formation inbound scenario provided according to an embodiment of the present invention;
Fig. 6 is an exemplary diagram of a synchronous parking control device of a virtual train according to an embodiment of the present invention;
Fig. 7 is a schematic structural diagram of a virtual articulated train according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The current signal system adopts a fixed-grouping train, and the operating department increases the departure frequency in the peak time, shortens the driving interval and improves the traffic. The peak-flattening period operates by reducing the departure frequency and increasing the driving interval, and the peak-flattening period has larger driving interval, so that the traveling efficiency of passengers is reduced and the waste of certain transportation capacity is caused. In order to effectively ensure the operation and trip efficiency, the virtual marshalling becomes an operation new trend, and an ATO (Automatic Train Operation, train automatic operation system) automatic operation system suitable for the virtual marshalling mixed operation has an important function for meeting different operation modes and marshalling. The current calculation of the control curve mainly aims at solving the problem of stop of the fixed-group train in the stop, attention is insufficient for the stop time of the virtual-group cooperative control, huge stop time difference is necessarily existed between the front and rear vehicles according to the calculation of the current control curve, and the virtual-linked-group train should realize synchronous stop at a platform and synchronous platform operation such as door opening and closing according to the analysis of the demand scene of owners and the like.
The existing virtual coupling train operation control generally adopts an independent step-by-step planning and control mode, namely, a front train independently plans a reference curve according to an operation plan and controls the operation of the train, a rear train receives state information of the front train in real time, tracks the front train at the minimum distance as a control target, plans a self reference curve under the constraint of a safety distance between the two trains and controls the operation of the rear train.
In this way, since the actual state and the tracking ability of the rear vehicle are not considered when the front vehicle plans the reference curve, it is difficult to ensure that the rear vehicle catches up with the front vehicle and keep the two vehicles running in synchronization. When the virtual train is actually applied to urban rail transit, the most outstanding problem of the virtual train is that the parking time of two trains is not synchronous, namely, the difference between the parking time of the front train at a platform and the parking time of the rear train is too large, so that the effective operation time of the virtual train at the platform is influenced, or the synchronous switching of doors and passengers for getting on and off of all train units cannot be realized, and the operation requirement of the urban rail train at the platform is not met. Therefore, the realization of synchronous parking between virtual train units is a problem to be solved in the practical application of the virtual marshalling technology in urban rail transit.
Therefore, the invention provides an ATO control curve calculation method for synchronously stopping the train on the basis of the operation scene of the virtual train and the operation requirement of the platform, solves the problem of asynchronous stopping of the platform of the virtual train, realizes synchronous door opening and closing and passenger getting on and off, and meets the operation requirement of the urban rail transit train on the platform.
The following describes a synchronous parking control method and device for a virtual train, a storage medium and a program product of the embodiment of the invention with reference to the accompanying drawings. Specifically, fig. 1 is a schematic flow chart of a synchronous parking control method of a virtual train according to an embodiment of the present invention.
As shown in fig. 1, the synchronous parking control method of the virtual train comprises the following steps:
in step S101, the maximum cruising speed of the virtual articulated train, the maximum deceleration of the follower vehicle, and the minimum deceleration of the pilot vehicle are acquired.
It can be understood that the embodiment of the invention can acquire the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the pilot vehicle, so as to conveniently predict the respective control curves of the pilot vehicle and the following vehicle.
The maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle are all known conditions, and the virtual articulated train is not particularly limited; as shown in fig. 2, the pilot vehicle and the following vehicle share information such as position, speed, and reference deceleration by communication between vehicles.
In step S102, with the pilot vehicle and the follower vehicle of the virtual train being parked at the target parking position at the same time as the target, respective control curves of the pilot vehicle and the follower vehicle are predicted based on at least one of the maximum cruising speed, the maximum deceleration of the follower vehicle, the minimum deceleration of the pilot vehicle, and the limiting speed of the reference deceleration point.
It can be understood that the embodiment of the invention takes the pilot vehicle and the following vehicle of the virtual train to stop at the target parking position at the same time as targets, predicts respective vehicle control curves of the pilot vehicle and the following vehicle according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of the reference deceleration point, so as to calculate the maximum adjustable distance between the pilot vehicle and the following vehicle according to the vehicle control curves.
In an embodiment of the present invention, predicting respective control curves of a pilot vehicle and a following vehicle according to at least one of a maximum cruising speed, a maximum deceleration of the following vehicle, a minimum deceleration of the pilot vehicle, and a limiting speed of a reference deceleration point includes: acquiring respective current positions and parking positions of a pilot vehicle and a following vehicle; predicting a control curve of the pilot vehicle according to the current position and the parking position of the pilot vehicle, the limiting speed of the reference speed reduction point and the minimum deceleration of the pilot vehicle; and predicting a control curve of the following vehicle according to the current position and the parking position of the following vehicle, the limiting speed of the reference deceleration point and the maximum deceleration of the following vehicle.
It can be understood that the embodiment of the invention can predict the control curve of the pilot vehicle according to the current position and the parking position of the pilot vehicle, the limiting speed of the reference speed reduction point and the minimum deceleration of the pilot vehicle; and predicting a vehicle control curve of the following vehicle according to the current position and the parking position of the following vehicle, the limiting speed of the reference deceleration point and the maximum deceleration of the following vehicle, so that the maximum adjustable distance between the pilot vehicle and the following vehicle is calculated according to the vehicle control curve.
In step S103, a maximum adjustable distance between the pilot vehicle and the following vehicle is calculated according to respective control curves of the pilot vehicle and the following vehicle, and synchronous parking of the pilot vehicle and the following vehicle is controlled based on the maximum adjustable distance.
It can be understood that the embodiment of the invention calculates the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective control curves of the pilot vehicle and the following vehicle, and controls the pilot vehicle and the following vehicle to synchronously stop based on the maximum adjustable distance, thereby realizing synchronous door opening and closing and passenger getting on and off and meeting the operation requirement of the urban rail transit train at the platform.
In the embodiment of the invention, calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective control curves of the pilot vehicle and the following vehicle comprises the following steps: identifying the curve type of each control curve of the pilot vehicle and the following vehicle; and calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the curve type, the maximum cruising speed, the minimum deceleration of the pilot vehicle, the maximum deceleration of the following vehicle and the limiting speed of the reference deceleration point.
It should be noted that, considering that there are multiple situations of the pilot vehicle and the following vehicle when reaching the reference deceleration point, multiple curve types are predicted according to different situations of the virtual linkage formation station, and because there are multiple curve types, the maximum adjustable distance between the pilot vehicle and the following vehicle is calculated, wherein the application is illustrated by taking the first to third curve types as an example, and the pilot vehicle and the following vehicle in fig. 3-5 replace the front vehicle and the rear vehicle in the application, specifically as follows:
As one possible implementation, if the curve type is the first type, the calculation formula of the maximum adjustable distance is:
S Maximum value =（v/amin- v/amax）*v*1/2，
Where v is the maximum cruising speed of the virtual articulated train, a min is the minimum deceleration of the pilot vehicle and a max is the maximum deceleration of the follower vehicle.
Specifically, as shown in fig. 3, when the parking points of the pilot vehicle and the following vehicle are both prioritized over the target point, that is, when the pilot vehicle and the following vehicle reach the reference deceleration position, the actual vehicle speed is lower than the limit speed of the reference deceleration point, the maximum cruising speed of the virtual train, the minimum deceleration of the pilot vehicle and the maximum deceleration of the following vehicle are identified, and the corresponding maximum adjustable distance under the current scene is calculated.
As another possible implementation, if the curve type is the second type, the calculation formula of the maximum adjustable distance is:
S Maximum value =(v/amin- v/amax)*v*1/2-(v-vλ)*(L- vλ 2/2amax)/ vλ,
Wherein v is the maximum cruising speed of the virtual train, a min is the minimum deceleration of the piloting vehicle, a max is the maximum deceleration of the following vehicle, v λ is the limiting speed of the reference deceleration point, and L is the distance from the following vehicle to the target parking position at the first target moment.
It should be noted that, the first target time of the present invention may be expressed as a time when the follower arrives at the reference deceleration point, and therefore, a distance from the first target time to the target parking position may be understood as a distance from the reference deceleration position to the target parking position, which is not particularly limited.
Specifically, as shown in fig. 4, when the parking point of the pilot vehicle is better than the target point, and the target of the following vehicle is better than the parking point, that is, the actual vehicle speed is lower than the limit speed of the reference deceleration point when the pilot vehicle reaches the reference deceleration position, and the actual vehicle speed is higher than the limit speed of the reference deceleration point when the following vehicle reaches the reference deceleration position, the maximum cruising speed of the virtual train, the minimum deceleration of the pilot vehicle, the maximum deceleration of the following vehicle, the limit speed of the reference deceleration point and the distance from the first target moment to the target parking position are identified, and the corresponding maximum adjustable distance under the current scene is calculated.
As yet another possible implementation, if the curve type is the third type, the calculation formula of the maximum adjustable distance is:
S Maximum value =1/2* (v-vλ)*( 4Lδ/(vλ 2/amax-vλ 2/amin)+ v/amin- v/amax),
Wherein v is the maximum cruising speed of the virtual train, a min is the minimum deceleration of the pilot vehicle, a max is the maximum deceleration of the following vehicle, v λ is the limiting speed of the reference deceleration point, and L δ is the difference between the first distance from the second target moment of the following vehicle to the target parking position and the second distance from the third target moment of the pilot vehicle to the target parking position.
The second target time and the third target time may be understood as a time when the following vehicle reaches the reference deceleration point and a time when the pilot vehicle reaches the reference deceleration point, respectively, and a difference between a first distance from the second target time of the following vehicle to the target parking position and a second distance from the third target time of the pilot vehicle to the target parking position may be understood as a difference between a distance from the reference deceleration position corresponding to the following vehicle to the target parking position and a distance from the reference deceleration position corresponding to the pilot vehicle to the target parking position, which is not particularly limited.
Specifically, as shown in fig. 5, when the pilot vehicle and the following vehicle have priority over the parking point, that is, when the pilot vehicle and the following vehicle reach the reference deceleration position, the actual vehicle speed is higher than the limit speed of the reference deceleration point, the maximum cruising speed of the virtual train, the minimum deceleration of the pilot vehicle, the maximum deceleration of the following vehicle, the limit speed of the reference deceleration point and the distance from the first target moment to the target parking position are identified, and the corresponding maximum adjustable distance under the current scene is calculated.
In an embodiment of the present invention, controlling a pilot vehicle and a follower vehicle to stop synchronously based on a maximum adjustable distance includes: acquiring the current distance between a pilot vehicle and a following vehicle in the process of decelerating and stopping; and controlling the pilot vehicle and the following vehicle to synchronously park according to the maximum adjustable distance and the current distance.
It can be understood that the embodiment of the invention can control the pilot vehicle and the following vehicle to synchronously stop according to the maximum adjustable distance and the current distance and adjust the current distance in real time, thereby synchronously opening and closing the door and enabling passengers to get on or off the vehicle and meeting the operation requirement of the urban rail transit train at the platform.
In the embodiment of the invention, the pilot vehicle and the following vehicle are controlled to synchronously park according to the maximum adjustable distance and the current distance, and the method comprises the following steps of: and if the current distance is larger than the maximum adjustable distance, controlling the pilot vehicle to decelerate to the target speed so as to realize synchronous parking of the pilot vehicle and the following vehicle.
It can be understood that when the current distance is larger than the maximum adjustable distance, the embodiment of the invention can determine the maximum adjustable distance based on the curve type corresponding to the actual situation, calculate the minimum deceleration of the pilot vehicle based on the formula of the maximum adjustable distance, and control the pilot vehicle to be decelerated to the target speed by the minimum deceleration so as to realize synchronous parking of the pilot vehicle and the following vehicle, thereby realizing synchronous door opening and closing and passenger getting on and off and meeting the operation requirement of the urban rail transit train at the platform.
It should be noted that, since the respective control curves of the pilot vehicle and the following vehicle are mainly obtained by predicting at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of the reference deceleration point, the maximum adjustable distance is determined based on the corresponding curve type selected in the actual situation, the minimum deceleration of the pilot vehicle is calculated based on the formula of the maximum adjustable distance, and the target speed can be determined based on the minimum deceleration and the current actual speed, so that the pilot vehicle needs to be controlled to be decelerated to the target speed.
In summary, the invention is carried out based on a speed tracking mode under vehicle-to-vehicle communication, a following vehicle (also called a rear vehicle) and a pilot vehicle (also called a front vehicle) jointly complete cooperative control, wherein the interval acceleration cruising stage is tracked based on speed, the front and rear vehicles start to calculate in real time when entering the cruising stage at the same time, the reduction of the distance between the front and rear vehicles is realized through the deceleration adjustment of a limited range, and the synchronous parking is realized at a small distance at a platform; optimizing on the basis of original ATO control curve calculation, supporting virtual marshalling cooperative automatic operation and cooperative arrival synchronous parking, and solving the pain point of asynchronous parking in a virtual linkage scene; the operation is more diversified, the operation capacity can be flexibly configured according to the passenger flow change, the operation efficiency is improved, and the virtual marshalling of a plurality of marshalling trains can be expanded.
According to the synchronous parking control method for the virtual articulated train, which is provided by the embodiment of the invention, the pilot vehicle and the following vehicle of the virtual articulated train are parked at the target parking position at the same time, the respective control curves of the pilot vehicle and the following vehicle are predicted according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of the reference deceleration point, the maximum adjustable distance between the pilot vehicle and the following vehicle is calculated based on the respective control curves of the pilot vehicle and the following vehicle, and the synchronous parking of the pilot vehicle and the following vehicle is controlled based on the maximum adjustable distance, so that synchronous door opening and closing and passenger getting on and off are realized, and the operation requirement of the urban rail transit train on a platform is met.
Next, a synchronous parking control device for a virtual train according to an embodiment of the present invention will be described with reference to the accompanying drawings.
Fig. 6 is a block schematic diagram of a synchronous stop control device for a virtual train according to an embodiment of the present invention.
As shown in fig. 6, the synchronous stop control device 10 of the virtual train includes: an acquisition module 100, a prediction module 200, and a calculation module 300.
The acquisition module 100 is used for acquiring the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle; the prediction module 200 is configured to predict respective control curves of a pilot vehicle and a follower vehicle according to at least one of a maximum cruising speed, a maximum deceleration of the follower vehicle, a minimum deceleration of the pilot vehicle, and a limiting speed of a reference deceleration point, with the pilot vehicle and the follower vehicle of the virtual train being parked at a target parking position at the same time; the calculating module 300 is configured to calculate a maximum adjustable distance between the pilot vehicle and the following vehicle according to respective control curves of the pilot vehicle and the following vehicle, and control the pilot vehicle and the following vehicle to stop synchronously based on the maximum adjustable distance.
It should be noted that the explanation of the embodiment of the method for controlling synchronous parking of a virtual train is also applicable to the synchronous parking control device of a virtual train in this embodiment, and will not be repeated here.
According to the synchronous parking control device for the virtual articulated train, disclosed by the embodiment of the invention, the pilot vehicle and the following vehicle of the virtual articulated train are parked at the target parking position at the same time, the respective control curves of the pilot vehicle and the following vehicle are predicted according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of the reference deceleration point, the maximum adjustable distance between the pilot vehicle and the following vehicle is calculated based on the respective control curves of the pilot vehicle and the following vehicle, and the synchronous parking of the pilot vehicle and the following vehicle is controlled based on the maximum adjustable distance, so that synchronous door opening and closing and passenger getting on and off are realized, and the operation requirement of the urban rail transit train on a platform is met.
Fig. 7 is a schematic structural diagram of a virtual train according to an embodiment of the present invention. The virtual train may include:
Memory 701, processor 702, and computer programs stored on memory 701 and executable on processor 702.
The processor 702 implements the synchronous parking control method of the virtual train provided in the above embodiment when executing the program.
Further, the virtual train further includes:
A communication interface 703 for communication between the memory 701 and the processor 702.
Memory 701 for storing a computer program executable on processor 702.
The memory 701 may include high-speed RAM (Random Access Memory ) memory, and may also include non-volatile memory, such as at least one disk memory.
If the memory 701, the processor 702, and the communication interface 703 are implemented independently, the communication interface 703, the memory 701, and the processor 702 may be connected to each other through a bus and perform communication with each other. The bus may be an ISA (Industry Standard Architecture ) bus, a PCI (PERIPHERAL COMPONENT, external device interconnect) bus, or EISA (Extended Industry Standard Architecture ) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 7, but not only one bus or one type of bus.
Alternatively, in a specific implementation, if the memory 701, the processor 702, and the communication interface 703 are integrated on a chip, the memory 701, the processor 702, and the communication interface 703 may communicate with each other through internal interfaces.
The processor 702 may be a CPU (Central Processing Unit ) or an ASIC (Application SPECIFIC INTEGRATED Circuit, application specific integrated Circuit) or one or more integrated circuits configured to implement embodiments of the present invention.
The embodiment of the invention also provides a computer readable storage medium, on which a computer program is stored, which when being executed by a processor, implements the synchronous parking control method of the virtual train.
The embodiment of the invention also provides a computer program product, and the computer program is used for realizing the synchronous parking control method of the virtual train in the embodiment when being executed.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "N" means at least two, for example, two, three, etc., unless specifically defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present invention.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with another embodiment, if implemented in hardware, may be implemented with a combination of any one or more of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable gate arrays, field programmable gate arrays, and the like.
Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (10)
1. The synchronous parking control method of the virtual train is characterized by comprising the following steps of:
obtaining the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle;
Taking a pilot vehicle and a following vehicle of the virtual train to stop at a target parking position at the same time as targets, and predicting respective vehicle control curves of the pilot vehicle and the following vehicle according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of a reference deceleration point;
And calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective vehicle control curves of the pilot vehicle and the following vehicle, and controlling the pilot vehicle and the following vehicle to synchronously park based on the maximum adjustable distance.
2. The method for synchronous parking control of a virtual articulated train according to claim 1, wherein calculating the maximum adjustable distance between the lead car and the following car according to the respective control curves of the lead car and the following car comprises:
identifying the curve type of each control curve of the pilot vehicle and the following vehicle;
And calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the curve type, the maximum cruising speed, the minimum deceleration of the pilot vehicle, the maximum deceleration of the following vehicle and the limiting speed of the reference deceleration point.
3. The synchronous stop control method of a virtual articulated train according to claim 2, wherein the curve type includes a first type to a third type, wherein,
If the curve type is the first type, the calculation formula of the maximum adjustable distance is:
S Maximum value =（v/amin- v/amax）*v*1/2，
wherein v is the maximum cruising speed of the virtual train, a min is the minimum deceleration of the pilot vehicle, and a max is the maximum deceleration of the following vehicle;
If the curve type is the second type, the calculation formula of the maximum adjustable distance is:
S Maximum value =(v/amin- v/amax)*v*1/2-(v-vλ)*(L- vλ 2/2amax)/ vλ,
Wherein v is the maximum cruising speed of the virtual articulated train, a min is the minimum deceleration of the piloting vehicle, a max is the maximum deceleration of the following vehicle, v λ is the limiting speed of the reference deceleration point, and L is the distance from the following vehicle to the target parking position at the first target moment;
If the curve type is the third type, the calculation formula of the maximum adjustable distance is:
S Maximum value =1/2* (v-vλ)*( 4Lδ/(vλ 2/amax -vλ 2/amin)+ v/amin- v/amax),
Wherein v is the maximum cruising speed of the virtual train, a min is the minimum deceleration of the pilot vehicle, a max is the maximum deceleration of the following vehicle, v λ is the limiting speed of the reference deceleration point, and L δ is the difference between the first distance from the second target moment of the following vehicle to the target parking position and the second distance from the third target moment of the pilot vehicle to the target parking position.
4. The synchronous stop control method of a virtual articulated train according to claim 1, wherein predicting the respective control curves of the lead car and the following car based on at least one of the maximum cruising speed, the maximum deceleration of the following car, the minimum deceleration of the lead car, and the limiting speed of the reference deceleration point, comprises:
acquiring the current position and the parking position of the pilot vehicle and the following vehicle respectively;
predicting a control curve of the pilot vehicle according to the current position and the parking position of the pilot vehicle, the limiting speed of the reference speed reduction point and the minimum deceleration of the pilot vehicle;
and predicting a control curve of the following vehicle according to the current position and the parking position of the following vehicle, the limiting speed of the reference speed reduction point and the maximum deceleration of the following vehicle.
5. The synchronous stop control method of a virtual articulated train according to claim 1, wherein the controlling the synchronous stop of the pilot vehicle and the follower vehicle based on the maximum adjustable distance comprises:
acquiring the current distance between the pilot vehicle and the following vehicle in the deceleration parking process;
and controlling the pilot vehicle and the following vehicle to synchronously park according to the maximum adjustable distance and the current distance.
6. The synchronous parking control method of a virtual articulated train according to claim 5, wherein the controlling the pilot vehicle and the follower vehicle to synchronously park according to the maximum adjustable distance and the current distance comprises:
And if the current distance is larger than the maximum adjustable distance, controlling the pilot vehicle to be decelerated to a target speed so as to realize synchronous parking of the pilot vehicle and the following vehicle.
7. A synchronous parking control device for a virtual train, comprising:
The acquisition module is used for acquiring the maximum cruising speed of the virtual articulated train, the maximum deceleration of the following vehicle and the minimum deceleration of the piloting vehicle;
The prediction module is used for predicting respective vehicle control curves of the pilot vehicle and the following vehicle according to at least one of the maximum cruising speed, the maximum deceleration of the following vehicle, the minimum deceleration of the pilot vehicle and the limiting speed of a reference deceleration point by taking the pilot vehicle and the following vehicle of the virtual train to stop at a target parking position at the same time as targets;
The calculation module is used for calculating the maximum adjustable distance between the pilot vehicle and the following vehicle according to the respective vehicle control curves of the pilot vehicle and the following vehicle, and controlling the pilot vehicle and the following vehicle to synchronously park based on the maximum adjustable distance.
8. A virtual articulated train, comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the method of synchronous stop control of a virtual articulated train as claimed in any one of claims 1 to 6.
9. A computer-readable storage medium having stored thereon a computer program, characterized in that the program is executed by a processor for realizing the synchronous stop control method of a virtual articulated train according to any one of claims 1-6.
10. A computer program product, characterized in that the computer program, when executed, is adapted to implement the method for synchronous parking control of a virtual articulated train according to any of claims 1-6.
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