WO2018121691A1 - Procédé et appareil de commande automatique de train, et système d'exploitation de train automatique monté sur véhicule - Google Patents

Procédé et appareil de commande automatique de train, et système d'exploitation de train automatique monté sur véhicule Download PDF

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Publication number
WO2018121691A1
WO2018121691A1 PCT/CN2017/119537 CN2017119537W WO2018121691A1 WO 2018121691 A1 WO2018121691 A1 WO 2018121691A1 CN 2017119537 W CN2017119537 W CN 2017119537W WO 2018121691 A1 WO2018121691 A1 WO 2018121691A1
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Prior art keywords
running
train
curve
time
speed
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PCT/CN2017/119537
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English (en)
Chinese (zh)
Inventor
胡仁强
卓开阔
薄云览
王发平
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比亚迪股份有限公司
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Publication of WO2018121691A1 publication Critical patent/WO2018121691A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the invention relates to the technical field of train safety, in particular to a train automatic control method and device and an on-vehicle automatic train operation system.
  • the automatic train protection (ATP) on the existing train can calculate the safety protection curve of the train according to the safe speed limit of the train and the performance parameters of the train.
  • the train's running schedule is calculated by the automatic train supervision (ATS) on the ground.
  • the ATS calculates the running speed of the train according to the train's running schedule and the train position, and then passes the train.
  • the vehicle's wireless or active transponder sends the speed to the train.
  • the automatic train operation (ATO) controls the train to run automatically according to the ATS transmission speed or the fastest interval running speed under the ATP safety protection curve. In the process of controlling the train operation according to the fastest running speed or the running speed of the ATS, the ATO cannot guarantee that there will be no comparison between the time when the train runs to the next station and the arrival time specified on the train running timetable. Great time difference.
  • the train may temporarily stop for other reasons.
  • the ATO is still driving according to the running speed of the ATS, it may cause a delay. If driving at the fastest speed, it may cause the station to arrive in advance, affecting the other.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • an object of the present invention is to provide a train automatic control method which can calculate and adjust a train running curve in real time during a section operation process according to the arrival time of the ATS and the current time of the system, so that the train running curve can be calculated and adjusted in real time during the interval operation.
  • the train can travel according to the optimal running curve throughout the operation interval, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.
  • Another object of the present invention is to provide an automatic train control device.
  • Another object of the present invention is to propose an onboard ATO.
  • the automatic train control method proposed by the first aspect of the present invention includes:
  • the train is controlled to operate in accordance with the optimal operating curve.
  • the automatic train control method proposed by the first aspect of the present invention automatically calculates and adjusts the running curve of the train in real time according to the arrival time of the ATS and the current time of the system, so that the train is in the entire operating interval.
  • the vehicle can travel according to the optimal running curve, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.
  • an automatic train control device includes:
  • a first obtaining module configured to obtain an arrival time and a current time of a target station that needs to be parked in front of the train operation
  • a second acquiring module configured to acquire a distance between a current location where the train is located and the target station
  • a third acquiring module configured to acquire an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train;
  • control module configured to control the train to operate according to the optimal running curve.
  • the automatic train control device proposed by the second embodiment of the present invention automatically calculates and adjusts the running curve of the train in real time according to the arrival time of the ATS and the current time of the system, so that the train is in the entire operating interval.
  • the vehicle can travel according to the optimal running curve, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.
  • the in-vehicle ATO proposed by the embodiment of the third aspect of the present invention includes:
  • the onboard ATO proposed by the embodiment of the third aspect of the present invention automatically calculates and adjusts the running curve of the train in real time according to the arrival time of the ATS and the current time of the system according to the ATS, so that the train is in the entire operating interval.
  • the vehicle can travel according to the optimal running curve, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.
  • FIG. 1 is a schematic flow chart of a train automatic control method according to an embodiment of the present invention.
  • FIG. 2 is a schematic flow chart of adjusting an fastest running curve to obtain an optimal running curve according to an embodiment of the present invention
  • FIG. 3 is a schematic diagram of application of a train automatic control method according to an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of an automatic train control device according to an embodiment of the present invention.
  • FIG. 5 is a schematic structural diagram of a third acquiring module according to an embodiment of the present disclosure.
  • FIG. 6 is a schematic structural diagram of a vehicle-mounted ATO according to an embodiment of the present invention.
  • the automatic train control method includes the following steps:
  • S101 Obtain an arrival time and a current time of a target station that needs to be stopped in front of the train operation.
  • the main body of the train automatic control method is the onboard ATO.
  • the onboard ATO can receive the arrival time of the desired train sent by the ground ATS to the next station and the current time.
  • the ATS can calculate a train schedule that includes the arrival time of the desired train to each station.
  • the ATS can locate the position of the train. After reaching the preset communication cycle, the target station that needs to be parked in front of the train can be determined according to the positioning of the train, and the desired train can be obtained from the operation table.
  • the arrival time of the target station After obtaining the arrival time to the target station, the ATS can send the arrival time and the current time to the train through the vehicle-to-ground wireless communication.
  • the onboard ATO can receive the arrival time and current time sent by the ATS through the vehicle wireless communication.
  • the ATS does not need to calculate the rough running speed between the stations, but directly sends the current time to the station time and the ground system to the onboard ATO, thereby simplifying the ATS and reducing the load of the ATS. .
  • the onboard ATO can locate the running position of the train and get the current position of the train.
  • the ATS can simultaneously transmit the identity of the target station to the onboard ATO when transmitting to the onboard ATO to the station time and the current time.
  • the in-vehicle ATO stores the location information of each station on the running line. After obtaining the identification of the target station, the location information of the target station can be obtained according to the identifier of the target station.
  • the ATO may store an operation line. After obtaining the current position, the target station that needs to be stopped in front may be determined from the operation line according to the current position; or the location information of the target station may be determined according to the identifier of the target station. .
  • the distance between the current position of the train and the target station can be calculated.
  • the current running range of the train can be determined according to the current location of the train and the target station.
  • preset orbit information of all operating sections is stored in the onboard ATO of the train.
  • the preset track information includes: a limit speed of the running section, a reference acceleration of the running section, and a deceleration.
  • the onboard ATO can obtain the fastest running of the train under the safe speed limit condition according to the distance between the current position of the train and the target station, the speed limit of the running interval, the reference acceleration and the deceleration of the running interval. curve.
  • the fastest running speed when the car is running in the fastest running curve can be obtained, and the fastest speed required after the car runs to the target station in the fastest running curve. operation hours.
  • the line speed limit conditions on the preset track are: (S 0 , V 0 , D 0 ), (S 1 , V 1 , D 1 ), (S 2 , V 2 , D 2 ) ... (S n , V n , D n ), wherein the segmental speed limit parameter (S x , V x , D x ) of the segment x represents the speed limit from the position S x in the range of the front D x distance V x ; and the speed limit curve can be expressed as a curve in which S x is a continuous position, and x is a natural number from 1 to n.
  • S n is the parking point.
  • the speed limit of V n is 0, S 0 is the current vehicle position, and V n is the actual speed limit.
  • the fastest running curve of the train from the current position to the safe speed limit of the target position generally includes the traction curve and the braking curve.
  • the braking curve can be calculated by using a speed limit condition, a deceleration-a brake, and a target parking position, and specifically includes the following steps:
  • (a2) Calculate the fastest running speed FV x-1 of the position S x-1 based on the segmental speed limit parameter of the previous segment x-1 .
  • the segmentation speed limit parameters are: (S n-1 , V n-1 , D n-1 ).
  • the running distance ⁇ d during deceleration can be calculated according to the following formula (1).
  • the magnitude relationship between ⁇ d and the length D n-1 of the segment n-1 is judged. If ⁇ d is less than or equal to the length D n-1 of the segment n-1 , it indicates that the segment n-1 is sufficiently long to start decelerating at the position of D n-1 + D n-1 - ⁇ d, and can be decelerated to a distance of ⁇ d.
  • FV n that is, S n-1 + D n-1 - ⁇ d can be used as the deceleration start position S decelerate . Thereby, it is possible to obtain that the fastest running speed at S n-1 and the deceleration start position S decelerate is V n-1 .
  • Calculating the traction curve of the fastest running curve of the train includes the following steps:
  • the intersecting position is the braking start position S decelerate at which the vehicle starts to brake under the traction speed curve.
  • the onboard ATO can acquire the desired running time according to the arrival time and the current time.
  • the train arrives at the target station at the expected running time
  • the train can arrive on time.
  • the expected running time can be compared with the fastest running time, and it can be determined whether the train can arrive on time according to the fastest running curve. If it can arrive on time, it means that the fastest running time is consistent with the expected running time, then the control train can run according to the fastest running curve. At this time, the fastest running curve is the optimal running curve, and then S104 is executed.
  • the fastest running curve needs to be adjusted according to the expected running time and the fastest running time to get the best operation. curve.
  • the fastest running time is greater than the expected arrival time, it means that the train still runs at the fastest speed and still does not reach the arrival time required by the ATS. In this case, it needs to run according to the fastest running curve.
  • the fastest running time When the fastest running time is less than the expected arrival time, it means that the train running according to the fastest speed curve will cause the train to arrive early, which may affect other trains. At this time, the fastest running curve needs to be adjusted to get the most train. Good running curve.
  • the time difference between the running time required to reach the target station and the expected running time is within a preset error range.
  • the speed limit of the train can be reduced, and the running curve of the train can be recalculated until the calculated intermediate running time required for the train to reach the target station under the intermediate running curve is equal to the expected running time, or the required intermediate running time and expectation The time difference of the running time is within the allowable error range, and the intermediate running curve at this time is the optimal running curve.
  • an adjustment rule is preset, and the speed limit is adjusted based on the adjustment rule, and after the adjustment, a new value is calculated according to the adjusted speed limit, the reference acceleration and the deceleration, and the distance between the current position and the target station.
  • the middle running curve is preset, and the speed limit is adjusted based on the adjustment rule, and after the adjustment, a new value is calculated according to the adjusted speed limit, the reference acceleration and the deceleration, and the distance between the current position and the target station.
  • FIG. 2 is a schematic flowchart of an optimal running curve obtained by adjusting a fastest running curve according to an embodiment of the present invention.
  • a minimum operating speed is set in advance, for example, the value of the minimum operating speed may be set to zero. Since the fastest running time is less than the expected arrival time, the average of the fastest running speed and the lowest running speed can be obtained.
  • the average can be used as the highest speed limit, thus reducing the maximum speed limit. For example, when the minimum operating speed value is 0, the highest speed limit can be reduced to half of the fastest running speed.
  • the intermediate operation of the train under the highest speed limit condition can be calculated according to the distance between the current position of the train and the target station, the highest speed limit of the operation interval, the reference acceleration and the deceleration of the operation interval. curve. After obtaining the intermediate running curve, the intermediate running time and the expected running time required by the following vehicle to the target station can be obtained based on the intermediate running curve, and finally the optimal running curve is obtained.
  • the specific process can be described in the following steps.
  • an error range can be set for each train. If the time difference between the train arrival time and the arrival time required by the ATS is within the error range, it can be indicated that the train arrives on time.
  • S206 is performed; if it is determined that the time is within the preset error range, then S207 is performed.
  • the running time is compared to the expected running time, it indicates that the speed is too fast, and the station will arrive in advance. If the speed limit is still needed, execute S207. If the running time is greater than the expected running time, it indicates that the speed is too slow, and the station cannot be stopped on time. In this case, the current speed limit needs to be increased, and S208 is executed.
  • the highest speed limit can be used as the fastest running speed, and then return to S201, at which time the average value acquired at S201 will become 1/4 of the fastest running speed, thereby being able to be lowered.
  • the highest speed limit can be used as the fastest running speed, and then return to S201, at which time the average value acquired at S201 will become 1/4 of the fastest running speed, thereby being able to be lowered.
  • the highest speed limit obtained is taken as the minimum speed, so that the minimum speed is changed from 0 to 1/2 of the fastest speed, and then returns to S201, which is acquired at S201.
  • the average will become 3/4 of the fastest speed, which increases the maximum speed limit.
  • the intermediate running curve is taken as the optimal running curve.
  • step S201 the average value of the fastest running speed and the lowest running speed is used as the highest limit speed (ie, the interval between the fastest running speed and the lowest running speed is selected).
  • the position at /2) is used to narrow down the selection range of the optimal operating speed parameter (ie, the highest speed limit), thereby approximating the optimal solution.
  • other ratios can also be used in the optimization process of this embodiment.
  • the speed of the golden section point or its vicinity, for example, a position at a ratio of 0.618 in the interval between the fastest running speed and the lowest running speed may be selected as the highest speed limit.
  • other ratios may be selected, and those skilled in the art may flexibly select according to actual conditions.
  • the onboard ATO can control the running of the train to reach the target station according to the optimal running curve.
  • the optimal running curve is acquired according to the arrival time of the train, the time when the train runs to the target station can be made closest to the arrival time required by the ATS, thereby reducing the late or early arrival of the train. Probability.
  • curve 1 is the speed limit curve of the train in the running interval from the current position of the train to the next parking point, that is, the target station.
  • the onboard ATO calculates the fastest running curve based on the speed limit of the running range, the parking point, that is, the information of the target station, the reference acceleration of the train, and the deceleration, which is the curve 2 in FIG.
  • the fastest running speed and the fastest running time T h can be obtained from the fastest running curve. If the fastest running time T h is less than the expected arrival time T, the onboard ATO re-runs the running curve calculation according to the adjustment algorithm described in FIG. 2 to obtain an intermediate running curve.
  • the intermediate curve 3 is recalculated. If the intermediate running time T 1 of the intermediate running curve 3 is greater than T, the highest limiting speed of the intermediate running curve 3 is considered to be too slow, and the highest limiting speed is continuously adjusted, and the adjustment is recalculated.
  • the intermediate running curve 4 is out. If the intermediate running time of the intermediate running curve 4 is T 2 is less than T, the highest limiting speed of the intermediate running curve 4 is too high, and it is necessary to continue to reduce the highest limiting speed to recalculate the intermediate running curve 5 . Since the time difference between the intermediate running times T 3 and T under the intermediate running curve 5 is within an acceptable error range, the intermediate running curve 5 is the optimal running curve. After determining the optimal running curve, the on-board ATO control train automatically runs according to the optimal running curve, and can arrive at the next train parking point on time.
  • the automatic train control method provided by the embodiment obtains the distance between the current location of the train and the target station by obtaining the arrival time and the current time of the target station that needs to be stopped in front of the train operation, based on the arrival time,
  • the current time, the distance and the orbit information of the current running interval of the train obtain the optimal running curve of the train and control the train to run according to the optimal running curve.
  • the onboard ATO automatically calculates and adjusts the train running curve in real time according to the arrival time sent by the ATS and the current time of the system, so that the train can follow the optimal running curve in the entire operating interval. Driving, from the ability to make the train arrive at the predetermined parking position with a more accurate arrival time point, reducing the probability of the train running late or arriving early.
  • FIG. 4 is a schematic structural diagram of an automatic train control device according to an embodiment of the present invention.
  • the train automatic control device includes: a first acquisition module 11, a second acquisition module 12, a third acquisition module 13, and a control module 14.
  • the first obtaining module 11 is configured to obtain the arrival time and the current time of the target station that needs to be stopped in front of the train operation.
  • the second obtaining module 12 is configured to acquire a distance between a current location where the train is located and the target station.
  • the third obtaining module 13 is configured to acquire an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train.
  • the control module 14 is configured to control the train to operate according to the optimal running curve.
  • the second obtaining module 12 is configured to acquire an identifier of the target station, obtain location information of the target station according to the identifier, and calculate the location information according to location information of the current location and location information of the target station. distance.
  • the preset orbit information includes: a speed limit of the operation section, a reference acceleration of the operation section, and a deceleration.
  • FIG. 5 is a schematic structural diagram of a third acquiring module according to an embodiment of the present invention.
  • the third obtaining module 13 includes: a first obtaining unit 131, a second obtaining unit 132, a third obtaining unit 133, and an adjusting unit 134.
  • the first obtaining unit 131 is configured to acquire a fastest running curve of the train according to the distance, the speed limit of the running section, the reference acceleration of the running section, and the deceleration.
  • the second obtaining unit 132 is configured to obtain the fastest running speed and the fastest running time from the fastest running curve.
  • the third obtaining unit 133 is configured to acquire a desired running time according to the arrival time and the current time.
  • the adjusting unit 134 is configured to adjust the fastest running curve according to the expected running time and the fastest running time to obtain the optimal running curve.
  • the adjustment unit 134 includes a comparison subunit 1341, an adjustment subunit 1342, and an acquisition subunit 1343.
  • the comparison subunit 1341 is configured to compare the fastest running time with the expected running time.
  • the adjusting sub-unit 1342 is configured to re-execute the running curve calculation according to a preset rule, when the fastest running time is less than the expected running time, to obtain an intermediate running curve.
  • the obtaining sub-unit 1343 is configured to obtain the optimal running curve based on an intermediate running time required by the train to the target station under the intermediate running curve and the expected running time.
  • the adjusting subunit 1342 is specifically configured to obtain an average value of the fastest running speed and the minimum running speed, and use the average value as the highest limiting speed, and recalculate the intermediate running according to the highest limiting speed. curve.
  • the obtaining sub-unit 1343 is specifically configured to use the intermediate running curve as the optimal running curve when the time difference between the intermediate running time and the expected running time is within a preset error range.
  • the adjusting subunit 1342 is further configured to use the highest limiting speed as the fastest when the intermediate running time is less than the expected running time and the error value is not within the error range. Running speed, and returning to perform an acquisition of the average of the fastest running speed and the lowest running speed, using the average value as the highest limiting speed, and recalculating the intermediate running curve according to the highest limiting speed until the The error value of the intermediate running time and the expected running time is within the error range.
  • the adjusting subunit 1342 is further configured to use the current highest limiting speed as the minimum operating speed when the intermediate running time is greater than the expected running time and the error value is not within the error range. And returning to perform an acquisition of the average of the fastest running speed and the minimum running speed, using the average value as a new highest limiting speed, and recalculating the intermediate running curve according to the highest limiting speed, The error value until the intermediate running time and the expected running time is within the error range.
  • control module 14 is further configured to use the fastest running curve as the optimal running curve when the fastest running time is greater than or equal to the expected running time.
  • the automatic train control device obtains the distance between the current location of the train and the target station by obtaining the arrival time and the current time of the target station that needs to stop in front of the train operation, based on the arrival time, The current time, the distance and the orbit information of the current running interval of the train obtain the optimal running curve of the train and control the train to run according to the optimal running curve.
  • the onboard ATO automatically calculates and adjusts the train running curve in real time according to the arrival time sent by the ATS and the current time of the system, so that the train can follow the optimal running curve in the entire operating interval. Driving, from the ability to make the train arrive at the predetermined parking position with a more accurate arrival time point, reducing the probability of the train running late or arriving early.
  • FIG. 6 is a schematic structural diagram of a vehicle-mounted ATO according to an embodiment of the present invention.
  • the onboard ATO includes the train automatic control device 1 provided in the above embodiment.
  • the onboard ATO automatically calculates and adjusts the train running curve in real time according to the arrival time sent by the ATS and the current time of the system, so that the train can follow the optimal running curve in the entire operating interval.
  • Driving from the ability to make the train arrive at the predetermined parking position with a more accurate arrival time point, reducing the probability of the train running late or arriving early.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Procédé et appareil de commande automatique de train, et système d'exploitation de train automatique monté sur véhicule (ATO) Le procédé consiste à : obtenir un instant d'arrivée d'une gare cible devant être arrêtée pendant l'exploitation d'un train, et un instant présent (101); obtenir une distance entre une position actuelle du train et le train cible (102); obtenir une courbe d'exploitation optimale du train en fonction de l'instant d'arrivée, l'instant présent et des informations de rail prédéfinies dans une plage d'exploitation actuelle du train (103); et commander le train pour qu'il fonctionne selon la courbe d'exploitation optimale (104). Selon le mode de réalisation, le système d'exploitation de train automatique monté sur véhicule (ATO) peut calculer et ajuster une courbe d'exploitation du train en temps réel dans une plage d'exploitation selon un instant d'arrivée envoyé par un système de supervision automatique (ATS) du train et un instant présent d'un système, de telle sorte que le train peut rouler dans toute la plage d'exploitation en fonction de la courbe d'exploitation optimale, et le train peut atteindre une position d'arrêt prédéfinie à un instant d'arrivée précis, et la probabilité d'arrivée tardive ou précoce du train à une station peut être diminuée.
PCT/CN2017/119537 2016-12-29 2017-12-28 Procédé et appareil de commande automatique de train, et système d'exploitation de train automatique monté sur véhicule WO2018121691A1 (fr)

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CN201611247988.7 2016-12-29
CN201611247988.7A CN107878510B (zh) 2016-12-29 2016-12-29 列车自动控制方法及装置、车载ato

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