WO2020192030A1 - 一种提高过分相区舒适度的方法 - Google Patents

一种提高过分相区舒适度的方法 Download PDF

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Publication number
WO2020192030A1
WO2020192030A1 PCT/CN2019/105217 CN2019105217W WO2020192030A1 WO 2020192030 A1 WO2020192030 A1 WO 2020192030A1 CN 2019105217 W CN2019105217 W CN 2019105217W WO 2020192030 A1 WO2020192030 A1 WO 2020192030A1
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Prior art keywords
phase
train
separation zone
information
speed
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PCT/CN2019/105217
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English (en)
French (fr)
Inventor
陈志强
张友兵
王建敏
吴培栋
王佳
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北京全路通信信号研究设计院集团有限公司
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Publication of WO2020192030A1 publication Critical patent/WO2020192030A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/04—Arrangements for cutting in and out of individual track sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles

Definitions

  • the present disclosure belongs to the field of automation technology, and particularly relates to a method for improving the comfort of the excess phase zone.
  • the high-speed railway automatic control system ATO is based on the CTCS-2/CTCS-3 level train control system, which realizes the automatic driving control of the train.
  • the ground is equipped with a dedicated precise positioning transponder to realize the precise positioning of the train.
  • the ground equipment uses GPRS Communication realizes platform gate control, inter-station data transmission and train operation adjustment plan processing.
  • the main functions of the high-speed railway automatic control system ATO include automatic departure from the station, automatic operation of the section, automatic stop at the station, automatic door opening (protection), and linkage control of the door/platform door.
  • the high-speed railway automatic control system ATO is guaranteed by the on-board automatic protection equipment ATP to ensure driving safety.
  • the high-speed railway automatic control system ATO realizes automatic driving. It is a safe and efficient train operation control system. Comfort is one of the important performance indicators of the system.
  • the train Since there is no electricity in the phase separation zone, the train needs to open the main circuit breaker before entering the phase separation zone and close the main circuit breaker after leaving the phase separation zone. If the train is in the accelerating phase, when a large traction force is applied to pass through the phase separation zone, before entering the phase separation zone, the on-board automatic protection equipment ATP will disconnect the main circuit breaker, the train will be powered off, and the traction force exerted on the train will suddenly disappear. Due to inertia, passengers There will be a feeling of rushing forward. After the train leaves the phase separation zone, the on-board automatic protective equipment ATP closes the main circuit breaker, the train regains power, and the traction force exerted on the train suddenly resumes. Due to the inertia, passengers will feel backwards, which greatly affects the ride of passengers. Car comfort.
  • the present disclosure provides a method for improving the comfort of the excessive phase zone, the method includes:
  • the train receives the information of the front separation zone and obtains the current status information of the train in real time;
  • the train receives the current line data in real time, and determines the slope information of the front phase separation area according to the front phase separation area information;
  • the traction brake level is adjusted step by step, and the actual speed of the train is gradually adjusted to the allowable speed.
  • the train receives the forward phase separation zone information sent by ground equipment
  • the front phase separation area information includes the start point coordinate information of the front phase separation area and the end point coordinate information of the front phase separation area.
  • the current status information of the train includes the current actual speed of the train, the current position information of the train, and the current traction braking level of the train.
  • the train obtains the current line data in real time through ground equipment
  • the current route data includes slope information of the road section ahead.
  • determining the slope information of the front phase-separated area includes: combining the start-point coordinate information of the phase-separated area and the end-point coordinate information of the phase-separated area in the front phase-separated area information with the slope of the forward road section in the current route data. The information is compared to obtain the slope information of the corresponding road section in the front phase separation zone.
  • the remaining time is the travel time of the train from the current position to the entrance of the front phase separation zone
  • the advance time is the time difference between when the train enters the phase separation zone and when the traction brake level is adjusted.
  • calculating the remaining time in real time includes:
  • the train obtains the current position information and current actual speed in real time
  • the remaining time for the train to reach the entrance of the phase separation zone is calculated in real time.
  • calculating the lead time includes:
  • the train obtains the current position information, current actual speed and current traction braking level in real time;
  • the cancellation time of each traction brake level is determined.
  • the step-by-step adjustment of the traction brake level includes: a preset interval time between two adjacent adjustments of the traction brake level.
  • the traction brake level is cancelled step by step;
  • the train runs in an idle mode in the phase-separated area
  • the train runs in the phase-separated area in an idle mode or a mode without traction and braking.
  • the method further includes an excessively divided phase area in an acceleration phase, an excessively divided phase area in a cruise phase, and an excessively divided phase area in a deceleration phase.
  • the step-by-step adjustment of the train traction brake level includes:
  • the train runs in an inert manner in the phase separation zone
  • the actual speed when the train reaches the end of the phase-separated zone is less than or equal to the allowable speed at the end of the phase-separated zone.
  • the expected speed at the start of the phase separation zone is the same as the end of the phase separation zone The allowable speeds are equal;
  • the expected speed at the start of the phase-separation zone is: the allowable speed at the end of the phase-separation zone minus the minutes The increase in train speed caused by downhill in the phase zone.
  • the actual speed of the train is less than or equal to the allowable speed.
  • the present disclosure obtains the allowable speed and expected speed of the corresponding road section through real-time calculation, and controls the speed change range and frequency of the train during the whole journey.
  • the train adopts the idle mode or the braking and non-traction mode, which improves the train passing the phase separation. Ride comfort in the zone.
  • FIG. 1 shows a schematic flow chart of a method for improving the comfort of the excessive phase zone according to an embodiment of the present disclosure
  • Fig. 2 shows a schematic diagram of a scene of a road section in a phase separation zone according to an embodiment of the present disclosure.
  • the present disclosure is not limited to the high-speed railway automatic driving system, but is also applicable to other driving systems of electrified railways.
  • the high-speed railway automatic driving system is taken as an example for illustration.
  • the present disclosure provides a method for improving the comfort of the excess phase zone.
  • the specific steps of the method for improving the comfort of the excess phase zone are as follows:
  • Step 1 The train receives the information of the front phase separation zone and obtains the current status information of the train in real time.
  • ground transponders are respectively arranged on tracks at a certain distance from the two ends of the phase separation zone. Further, the ground transponder is used to send forward phase-separated area information to the passing train.
  • the phase-separated area information includes: the start point coordinate information of the front phase-separated area and the end point coordinate information of the front phase-separated area.
  • a phase-separation zone on a section of track with a north-south direction.
  • Ground transponders are respectively installed on the track at a distance of 1100 meters from the two ends of the phase-separation zone.
  • the vehicle-mounted equipment when the vehicle-mounted equipment receives the front phase-separated area information sent by the ground transponder, the vehicle-mounted equipment obtains the current train status information in real time.
  • the current status information of the train includes the current actual speed of the train, the current position information of the train, and the current traction braking level of the train.
  • the train when the train travels from south to north and passes through the first ground transponder on the south side of the phase-separated area, the train receives the forward phase-separated area information sent by the first ground transponder, and At the same time, the current train status information obtained by the train in real time is: the current actual speed of the train is: 300km/h; the current position information of the train is: 300k+500; the current traction level of the train is: level 2; the current braking level of the train is : Level 0. Specifically, 300k+500 means that it is at the position of 300km+500m on the current line.
  • Step 2 The train receives the current line data in real time, and determines the slope information of the front phase separation area according to the front phase separation area information.
  • the high-speed railway automatic control system ATO compares the phase-separated area information with the current line data to obtain the slope information of the front-phase-separated area.
  • the current route data includes slope information of the road section ahead.
  • the train obtains the current line data in real time through the ground equipment.
  • the high-speed railway automatic control system ATO compares and obtains the slope information of the corresponding road section in the front phase separation area in the current line data.
  • the high-speed railway automatic control system ATO analyzes and compares the front phase-separated area information with the current line data, and obtains the slope information of the front phase-separated area as: +0.005.
  • “+” represents an uphill road section
  • “-” represents a downhill road section
  • the gradient value (the end elevation of the phase separation zone-the start altitude of the phase separation zone)/the horizontal length of the phase separation zone.
  • Step 3 Calculate the remaining time and the advance time in real time according to the front phase-separated area information, the current status information of the train, and the front phase-separated area slope information.
  • the train calculates the length of the front phase separation area based on the coordinate information of the start point of the front phase separation area and the end point coordinate information of the front phase separation area. Furthermore, the high-speed railway automatic control system ATO obtains real-time train current position information according to the positioning system, and calculates the distance between the train head and the starting point of the front phase separation zone. According to the current actual speed and distance of the train, the remaining time for the train to reach the entrance of the phase separation zone can be calculated in real time, as well as the adjustment method of the traction braking level of the train during the remaining time period. Under the premise of comfort, the advance time corresponding to the cancellation of the current traction brake level applied on the train is calculated in real time.
  • the advance time is the time difference between when the train enters the phase separation zone and when the traction brake level is adjusted.
  • the remaining time gradually decreases to equal to the advance time, according to the inherent characteristics of the train's traction brake, the traction brake level imposed on the train is gradually cancelled, so that the train enters the phase separation zone in an idle manner.
  • the inherent characteristics of the train's traction brake are: when the train is at low speed, the impact caused by adjusting the traction brake level is relatively large, and the gear should be adjusted in a small amount; at high speed, the impact caused by the traction brake should be adjusted. It is relatively small, and the gear position can be adjusted more greatly.
  • the train speed is relatively low (for example, the speed is lower than 200km/h)
  • one traction or braking gear can be adjusted each time
  • the train speed is relatively high (for example, the speed is higher than 200km/h)
  • Two traction or braking gears can be adjusted.
  • the train Since there is no electricity in the phase separation zone, the train needs to open the main circuit breaker before entering the phase separation zone and close the main circuit breaker after leaving the phase separation zone. If the train is in the acceleration or deceleration phase and a large traction or braking force is applied, before entering the phase separation zone, the on-board automatic protection equipment ATP will disconnect the main circuit breaker, the train will be de-energized, and the large traction or braking force will be applied to the train suddenly Disappear, due to inertia, passengers will have the feeling of rushing forward or leaning back. After the train leaves the phase separation zone, the on-board automatic protective equipment ATP closes the main circuit breaker, the train regains power, and the traction force exerted on the train suddenly resumes. Due to the inertia, the passengers will feel backward or forward leaning, which greatly affects the passengers The ride comfort. Therefore, regardless of the actual train speed, the traction brake level should be adjusted to zero before the train enters the phase separation zone.
  • Step 4 According to the remaining time and advance time, adjust the traction brake level applied on the train step by step, and control the train to run in the idle mode or the mode without traction and braking in the phase separation zone.
  • the on-board automatic protection equipment ATP will automatically control the train to take braking action and reduce the actual speed to below the allowable speed.
  • the automatic braking action will cause the train to vibrate and affect the ride comfort.
  • the train's excessive phase separation is divided into three situations: the excessive phase separation area in the acceleration phase, the excessive phase separation area in the cruise phase and the excessive phase separation area in the deceleration phase.
  • the acceleration phase passes through the phase-separated area: the current actual speed when the train receives the information of the front-phase-separated area is lower than the allowable speed in the phase-separated area, and the train is currently applying traction.
  • the on-board equipment gradually cuts off the traction; in the phase-separation zone, the train runs in idle mode; after leaving the phase-separation zone, the train gradually increases traction or braking force.
  • the train when the cruising phase passes through the phase-separated zone: before entering the phase-separated zone, the train is in a cruising state, and the on-board equipment applies low-level traction or braking to the train to adjust the train speed to make the train run at a relatively constant speed.
  • the current actual speed when the train receives the information of the front phase-separated area is equal to the allowable speed in the phase-separated area.
  • the train Before entering the phase separation zone, the train gradually cancels the traction or braking levels; in the phase separation zone, the train runs in idle mode; after leaving the phase separation zone, the train gradually increases traction or braking force .
  • the train when the deceleration phase passes through the phase-separated area: when the train receives the front-phase-separated area information, the train is currently applying braking force. Before entering the phase separation zone, the on-board equipment cuts off the braking force step by step; in the phase separation zone, the train runs in idle mode; after leaving the phase separation zone, the train gradually increases traction or braking force.
  • the train needs to follow the allowable speed of each road section. Therefore, whether it is the excessively divided phase area in the acceleration phase, the excessively divided phase area in the cruise phase, or the excessively divided phase area in the deceleration phase.
  • the actual speed is always controlled below the allowable speed of the current travel section.
  • the slope information of the front phase-separated area shows that the front-phase-separated area is uphill or flat slope
  • the train runs in an idle mode, that is, the train is without braking and no braking.
  • the state of traction At this time, the train runs by inertia and has no longitudinal impact, which improves the comfort of the train in this phase separation zone. Even if the train is not towed or braked, it will be affected by wind resistance and frictional resistance, and the train's speed will slow down if it travels in the phase separation zone.
  • the train is currently in the accelerating phase.
  • the front phase-separated area information is used to determine the slope information of the front phase-separated area to be +0.005, that is, the front phase-separated area is an uphill section and the slope The value is 0.005;
  • the high-speed railway automatic control system ATO calculates in real time that the allowable speed of the front phase separation zone is 300km/h, the current actual speed of the train is 290km/h, the current traction level of the train is level 2, and the braking level is 0.
  • the remaining time from the time the train receives the information of the front phase-separated area to the time the train enters the front-phase-separated area is 15 seconds.
  • the lead time to cancel the train's second traction level is 4 seconds, and the train 1 is canceled.
  • the lead time of the traction stage is 2 seconds.
  • the remaining time for the train to enter the front phase separation zone will gradually decrease.
  • the high-speed railway automatic control system ATO cancels the train's level 2 traction level.
  • the train It is in the state of level 1 traction and the actual train speed is 293km/h; when the remaining time is equal to 2 seconds, the automatic control system of high-speed railway ATO cancels the level 1 traction of the train At this time, the train is in the state of no traction and no braking, and the current actual speed of the train is 294km/h. After 2 seconds, the train enters the phase-separation zone in idle mode, and the actual speed when the train enters the phase-separation zone is 293km/h. The train runs idle in the phase separation zone.
  • the speed of the train when it leaves the phase-separation zone will drop, and the actual speed of the train when it leaves the phase-separation zone is 281km/h.
  • the actual speed of the train is always less than the allowable speed of 300km/h. Because the train is accelerating before entering the phase-separation zone, in the above example, the train is in the phase-separation zone during the acceleration phase.
  • the train is currently in the deceleration stage.
  • the front phase-separated area information is 0, that is, the front phase-separated area is a flat slope section; high-speed railway
  • the automatic control system ATO calculates in real time: the allowable speed at the start of the phase-separated zone ahead is 270km/h, the allowable speed at the end of the phase-separated zone is 260km/h, the current actual speed of the train is 280km/h, and the current traction level of the train is 0 ,
  • the braking level is 1, the expected speed of the train arriving at the start of the phase-separated area is 260km/h, and the expected speed at the end of the phase-separated area is 255km/h, and the calculation is: the train receives the information from the front of the phase-separated area The remaining time when the train enters the front phase division zone is 15 seconds, and the advance time to
  • the remaining time for the train to enter the front phase separation zone gradually decreases.
  • the remaining time is equal to the advance time of canceling the train's first-level braking level is 2 seconds
  • the high-speed railway automatic control system ATO cancels the train's first-level braking level.
  • the train is in the state of no traction and no braking, and the current actual speed of the train is 262km/h.
  • the train enters the phase-separation zone in idle mode, and the actual speed when the train enters the phase-separation zone is 260km/h.
  • the train runs idle in the phase separation zone.
  • the speed of the train when it leaves the phase-separation zone will drop, and the actual speed of the train when it leaves the phase-separation zone is 250km/h.
  • the actual speed of the train is always less than the allowable speed in the phase separation zone. Since the train is decelerating before entering the phase-separation zone, in the above example, the train is in the deceleration phase passing the phase-separation zone. When the train is in the deceleration phase, the on-board equipment imitates the operation of the driver: before entering the phase separation zone, the train speed is reduced to an appropriate speed in advance, that is, the desired speed.
  • the expected speed of the train to the starting point of the phase separation zone is less than or It is equal to the allowable speed at the end of the phase-separated zone, so that there is a large margin between the actual speed of the train and the allowable speed.
  • the train travels in the phase-separated zone in idle mode.
  • the train is currently in a constant-speed cruise stage, and based on the current line data received by the train in real time, it is determined that the front phase-separated area information is 0, that is, the front phase-separated area is a flat slope section;
  • the railway automatic control system ATO calculates in real time that the allowable speed of the front phase separation zone is 290km/h, the current actual speed of the train is 280km/h, the current traction level of the train is level 1, and the braking level is 0.
  • the remaining time for the train to enter the front phase separation zone gradually decreases.
  • the high-speed railway automatic control system ATO cancels the train’s level 1 traction level.
  • No traction and no braking state and the actual train speed is 285km/h.
  • the train enters the phase-separation zone in idle mode, and the actual speed when the train enters the phase-separation zone is 284km/h.
  • the train runs idle in the phase separation zone. Affected by wind resistance, the speed of the train when it exits the phase-separation zone will drop, and the actual speed when it exits the phase-separation zone is 270km/h.
  • the actual speed of the train is always less than the allowable speed in the phase separation zone.
  • the level 1 traction level imposed by the train just offsets the impact of wind resistance and friction on the train.
  • the speed change of the train is small, so the train is in a cruising state.
  • the on-board equipment When the cruising phase passes through the phase-division zone, the on-board equipment applies small-level traction or braking to the train to adjust the train speed so that the train runs at a relatively constant speed. Before entering the phase separation zone, the on-board equipment gradually cancels traction or braking. After entering the phase separation zone, the train passes through the phase separation zone in an idle manner. As the train has no traction in the phase separation zone, the speed of the train will gradually decrease due to wind resistance and friction. After leaving the phase separation zone, the on-board equipment should gradually apply traction to the train and adjust the actual speed of the train to the allowable speed of the current section.
  • phase-separated area when the phase-separated area is an uphill or flat-slope section, even if the train is not towed or braked, it will be affected by wind resistance and frictional resistance. If the train runs in the phase-separated area, the speed of the train will slow down. The actual speed when entering the phase separation zone does not exceed the allowable speed at the start of the phase separation zone.
  • the train is currently in the deceleration phase.
  • the front phase-separated area information is -0.01, that is, the front phase-separated area is a downhill section, and The gradient value is 0.01;
  • the high-speed railway automatic control system ATO calculates in real time that the allowable speed at the start of the phase-separated zone ahead is 300km/h, and the allowable speed at the end of the phase-separated zone ahead is 290km/h.
  • the speed is 280km/h
  • the expected speed at the end of the phase separation zone is 285km/h
  • the current actual speed of the train is 300km/h
  • the current traction level of the train is level 0
  • the braking level is level 2.
  • the remaining time from the time of the front split zone information to the time the train enters the front split zone is 15 seconds
  • the advance time to cancel the train's second brake level is 4 seconds
  • the advance time to cancel the train's first brake level is 2 seconds .
  • the remaining time for the train to enter the front phase splitting zone gradually decreases.
  • the high-speed railway automatic control system ATO cancels the train's second-level braking level.
  • the time is equal to the advance time of canceling the train's level 1 braking level.
  • the train is in the state of no traction and no braking, and the actual train speed is 278km/h.
  • the train enters the phase-separation zone in idle mode, and the actual speed when the train enters the phase-separation zone is 279km/h, which is less than the expected speed to reach the starting point of the phase-separation zone.
  • the train runs idling in the phase-separated zone. Affected by the downhill inertia, the speed of the train will increase when it leaves the phase-separated zone.
  • the actual speed when the train leaves the phase-separation zone is 285km/h.
  • the phase-separated area Before the train enters the phase-separated area, adjust the actual speed of the train to be less than or equal to the expected speed, so that there is a large margin between the actual speed of the train and the allowable speed.
  • the train travels in the phase-separated area in idle mode. The actual speed of the train in the phase separation zone will never exceed the allowable speed of the current section.
  • the train is currently in a constant-speed cruise stage, and the current line data is received in real time by the train, and the front phase-separated area information is used to determine that the front phase-separated area slope information is -0.005, that is, the front phase-separated area is a downhill section and the slope The value is 0.005;
  • the high-speed railway automatic control system ATO calculates in real time: the allowable speed at the start of the phase-separated area ahead is 300km/h, and the allowable speed at the end of the phase-separated area ahead is 295km/h; calculated: the train arrives at the start of the phase-separated area
  • the expected speed is 285km/h
  • the current actual speed of the train is 296km/h
  • the current traction level of the train is 0, and the braking level is 1.
  • the calculation is: from the time the train receives the information of the front phase division to the train enters the front division
  • the remaining time in the phase zone is 15 seconds, and the advance time to cancel the train's first brake level is 2 seconds.
  • the remaining time for the train to enter the front phase separation zone gradually decreases.
  • the high-speed railway automatic control system ATO cancels the train’s level 1 traction level. No traction, and the actual train speed is 284km/h.
  • the train enters the phase-separation zone in idle mode, and the actual speed when the train enters the phase-separation zone is 285km/h.
  • the train runs idle in the phase-separated zone, and the actual speed when the train reaches the end of the phase-separated zone is 291km/h. Therefore, when the train is in the cruising phase and the phase-separated section is downhill, the on-board equipment imitates the operation of the driver: before entering the phase-separated area, the train speed is reduced to an appropriate speed in advance, that is, the desired speed.
  • the desired speed to reach the starting point of the phase-separated area the allowable speed at the end of the phase-separated area-the increase in train speed caused by the downhill in the phase-separated area.
  • the train runs idle in the phase-separation zone, even if the downhill causes the train to accelerate , The actual speed when the train leaves the phase-separation zone will not exceed the allowable speed of the current section.
  • the train is currently in a constant-speed cruise stage, and the allowable speed of the current road section is 300km/h.
  • the train's real-time reception of current line data through the front phase-separated area information, it is determined that the front phase-separated area slope information is -0.005, that is, the front phase-separated area is a downhill section with a slope value of 0.005; high-speed railway automatic control system ATO real-time It is calculated that the expected speed of the train in the phase separation zone is 295km/h, the current actual speed of the train is 290km/h, the current traction level of the train is level 1, and the braking level is 0.
  • the remaining time from the phase-separated area information to the time the train enters the front-phase-separated area is 15 seconds, and the lead time to cancel the train's 1st traction level is 2 seconds.
  • the remaining time for the train to enter the front phase separation zone gradually decreases.
  • the high-speed railway automatic control system ATO cancels the train’s level 1 traction level. No traction, and the actual train speed is 295km/h.
  • the train enters the phase-separation zone in idle mode, and the actual speed when the train enters the phase-separation zone is 294km/h.
  • the train adopts the first-level braking in the phase-separated area. At this time, the first-level braking offsets the inertial influence of the downhill on the train.
  • the train runs at a constant speed in the phase-separated area. The actual speed when the train leaves the phase-separated area is 294km/h.
  • the speed of the train will still increase under the influence of the downhill inertia.
  • the actual speed of the train exceeds the allowable speed
  • the on-board equipment imitates the operation of the driver and applies a small-level brake to the train to offset the inertia generated by the downhill and keep the train running at a constant speed in the phase-separated area.
  • the current traction level of the train is level 2, and it is calculated that the lead time for canceling the train's level 2 traction level is 4 seconds, and the lead time for canceling the train's level 1 traction level is 2 seconds. At this time, between the two traction level adjustments, the reserved interval time is 2 seconds.
  • Step 5 When the train leaves the phase separation zone, adjust the traction braking level step by step, and gradually adjust the actual speed of the train to the allowable speed.
  • the train is accurately positioned by the positioning device.
  • the traction brake level applied to the train is gradually adjusted according to the inherent characteristics of the train traction brake, and the train speed is gradually adjusted to the allowable speed . And there is an interval between two adjacent traction brake level adjustments.

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Abstract

一种提高过分相区舒适度的方法，所述方法包括：列车接收前方分相区信息，并实时获取列车当前状态信息；列车实时接收当前线路数据，根据所述前方分相区信息，确定前方分相区坡度信息；根据所述前方分相区信息、列车当前状态信息和前方分相区坡度信息，实时计算剩余时间和提前时间。该方法通过实时计算得到相应路段的允许速度和期望速度，控制列车行驶全程速度变化幅度与频率，提高了列车过分相区时的乘坐舒适度。

Description

一种提高过分相区舒适度的方法
本申请要求在2019年03月27日在中国专利局递交的、申请号为“CN201910236671.0”、发明名称为“一种提高过分相区舒适度的方法”的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开属于自动化技术领域，特别涉及一种提高过分相区舒适度的方法。
背景技术
高速铁路自动控制系统ATO是在CTCS-2/CTCS-3级列控系统的基础上，实现对列车的自动驾驶控制，地面设置有专用精确定位应答器实现对列车的精确定位，地面设备通过GPRS通信实现站台门控制、站间数据发送和列车运行调整计划处理。高速铁路自动控制系统ATO主要功能包括车站自动发车、区间自动运行、车站自动停车、车门自动开门(防护)、车门/站台门联动控制。
高速铁路自动控制系统ATO由车载自动防护设备ATP保证行车安全，通过高速铁路自动控制系统ATO实现自动驾驶，是一种既安全又高效的列车运行控制系统。舒适度是该系统的重要性能指标之一。
由于分相区里没有电，所以列车在进分相区前需要断开主断路器，出分相区后需要闭合主断路器。如果列车处于加速阶段，施加较大牵引力通过分相区时，进分相区前，车载自动防护设备ATP断开主断路器，列车断电，施加在列车上的牵引力突然消失，由于惯性，乘客会有向前冲的感觉。列车出分相区后，车载自动防护设备ATP闭合主断路器，列车重新获得电源，施加在列车上的牵引力又突然恢复，由于惯性，乘客会有向后倒的感觉，大大影响了乘客的乘车舒适度。
发明内容
针对上述问题，本公开提供了一种提高过分相区舒适度的方法，所述方法包括：
列车接收前方分相区信息，并实时获取列车当前状态信息；
列车实时接收当前线路数据，根据所述前方分相区信息，确定前方分相区坡度信息；
根据所述前方分相区信息、列车当前状态信息和前方分相区坡度信息，实时计算剩余时间和提前时间；
根据所述剩余时间和提前时间，逐级调整施加在列车上的牵引制动级位，控制列车在分相区内以惰行方式或无牵引有制动方式行驶；
列车驶出分相区，逐级调整牵引制动级位，将列车实际速度逐渐调整至允许速度。
进一步地，所述列车接收地面设备发送的所述前方分相区信息；
所述前方分相区信息包括前方分相区的起点坐标信息和前方分相区的终点坐标信息。
进一步地，所述列车当前状态信息包括列车当前实际速度、列车当前位置信息和列车当前牵引制动级位。
进一步地，所述列车通过地面设备实时获取所述当前线路数据；
所述当前线路数据包括前方路段的坡度信息。
进一步地，确定所述前方分相区坡度信息包括：将所述前方分相区信息中的分相区起点坐标信息和分相区终点坐标信息，与所述当前线路数据中的前方路段的坡度信息进行对比，获取前方分相区对应路段的坡度信息。
进一步地，所述剩余时间为列车从当前位置到前方分相区入口的行驶时间；
所述提前时间为列车进入分相区时和调整牵引制动级位时的时间差。
进一步地，实时计算所述剩余时间包括：
列车实时获取当前位置信息和当前实际速度；
依据前方分相区信息，实时计算列车车头与前方分相区入口的距离；
根据所述距离和所述当前实际速度，实时计算列车到达分相区入口的剩余时间。
进一步地，计算所述提前时间包括：
列车实时获取当前位置信息、当前实际速度和当前牵引制动级位；
依据前方分相区信息，实时计算列车车头与前方分相区入口的距离；
根据所述距离和所述剩余时间，确定各级牵引制动级位的撤销时间。
进一步地，所述牵引制动级位的逐级调整包括：相邻两次所述牵引制动级位调整之间预设有间隔时间。
进一步地，所述列车进入分相区前，逐级撤销牵引制动级位；
当所述前方分相区为上坡路段或平坡路段时，列车在分相区内采用惰行方式行驶；
当所述前方分相区为下坡路段时，列车在分相区内采用惰行方式或无牵引有制动的方式行驶。
进一步地，所述方法还包括加速阶段过分相区、巡航阶段过分相区和减速阶段过分相区。
进一步地，当列车处于所述减速阶段过分相区或巡航阶段过分相区状态时，所述逐级调整列车牵引制动级位包括：
控制列车到达分相区起点时的实际速度小于或等于分相区起点的期望速度；
列车在所述分相区内以惰性方式行驶；
列车到达分相区终点时的实际速度小于或等于分相区终点的允许速度。
进一步地，当列车处于所述减速阶段过分相区状态或巡航阶段过分相区状态，且前方分相区为上坡或平坡路段时，所述分相区起点的期望速度与分相区终点的允许速度相等；
当列车处于所述减速阶段过分相区状态或巡航阶段过分相区状态，且前方分相区为下坡路段时，所述分相区起点的期望速度为：分相区终点的允许速度减去分相区内下坡造成的列车速度增加值。
进一步地，所述列车实际速度小于或等于允许速度。
本公开通过实时计算得到相应路段的允许速度和期望速度，控制列车行驶全程速度变化幅度与频率，并且在分相区内，列车采取惰行方式或采取有制动无牵引方式，提高了列车过分相区时的乘坐舒适度。
本公开的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本公开而了解。本公开的目的和其他优点可通过在说明书、权利要求书以及附图中所指出的结构来实现和获得。
附图说明
为了更清楚地说明本公开实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造 性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1示出了根据本公开实施例的提高过分相区舒适度的方法流程示意图；
图2示出了根据本公开实施例的分相区路段的情景示意图。
具体实施方式
下面将结合本公开的实施例，对本公开的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本公开一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本公开保护的范围。
本公开不限于高速铁路自动驾驶系统，还适用于电气化铁路其它驾驶系统，此处以高速铁路自动驾驶系统为例进行示例性说明。
本公开提供了一种提高过分相区舒适度的方法，示例性的，如图1所示，提高过分相区舒适度的方法的具体步骤如下：
步骤一：列车接收前方分相区信息，并实时获取列车当前状态信息。
具体的，在距离分相区的两端一定距离的轨道上，分别设置地面应答器。进一步地，地面应答器用于向途经列车发送前方分相区信息。具体的，分相区信息包括：前方分相区的起点坐标信息和前方分相区的终点坐标信息。
示例性的，如图2所示，在一段南北走向的轨道上，有一个分相区，在距离分相区的两端点1100米处的轨道上，分别设置有地面应答器，当列车在轨道上从南向北方行驶，在经过分相区南侧的第一地面应答器时，第一地面应答器向列车发送前方分相区信息，此时分相区第一端点为前方分相区入口。当列车在轨道上从北向南方行驶，在经过分相区北侧的第二地面应答器时，第二地面应答器向列车发送前方分相区信息，此时分相区第二端点为前方分相区入口。
进一步地，车载设备在接收到地面应答器发送的前方分相区信息时，车载设备实时获取列车当前状态信息。具体的，列车当前状态信息包括列车当前实际速度、列车当前位置信息和列车当前牵引制动级位。
示例性的，如图2所示，当列车从南向北方行驶，在经过分相区南侧的第一地面应答器时，列车接收到第一地面应答器发送的前方分相区信息，与此同时，列车实时获取到列车当前状态信息为：列车当前实际速度为：300km/h；列车当 前位置信息为：300k+500；列车当前牵引级位为：2级；列车当前制动级位为：0级。具体的，300k+500表示在当前线路的300km+500m位置。
步骤二：列车实时接收当前线路数据，根据所述前方分相区信息，确定前方分相区坡度信息。
具体的，高速铁路自动控制系统ATO将分相区信息与当前线路数据进行对比分析，得到前方分相区坡度信息。具体的，所述当前线路数据包括前方路段的坡度信息。列车通过地面设备实时获取当前线路数据，具体的，高速铁路自动控制系统ATO在当前线路数据中，对比获取前方分相区对应路段的坡度信息。
示例性的，高速铁路自动控制系统ATO将前方分相区信息与当前线路数据进行分析对比，得到前方分相区坡度信息为：+0.005。具体的，“+”表示上坡路段，“-”表示下坡路段，坡度值＝(分相区终点海拔-分相区起点海拔)/分相区的水平长度。
步骤三：根据所述前方分相区信息、列车当前状态信息和前方分相区坡度信息，实时计算剩余时间和提前时间。
具体的，列车根据前方分相区起点坐标信息、前方分相区的终点坐标信息计算出前方分相区的长度。进一步地，高速铁路自动控制系统ATO根据定位系统，实时获取列车当前位置信息，计算出列车车头和前方分相区起点的距离。根据列车当前实际车速和距离，可实时计算出列车到达分相区入口的剩余时间，以及该剩余时间段内列车的牵引制动级位的调整方式，并且根据列车牵引制动固有特性，在保证舒适度的前提下，实时计算出撤销当前施加在列车上的牵引制动级位所对应的提前时间。具体的，提前时间为列车进入分相区时和调整牵引制动级位时的时间差。当剩余时间逐渐减小至等于提前时间时，根据列车牵引制动固有特性，开始逐级撤销施加在列车上的牵引制动级位，使列车以惰行的方式进入分相区。
具体的，列车牵引制动固有特性为：列车在低速时，调整牵引制动级位带来的冲击力比较大，要小幅度调整档位；在高速时，调整牵引制动带来的冲击力比较小，可以较大幅度调整档位。示例性的，当列车速度比较低(例如车速低于200km/h)，每次可以调整1个牵引或制动档位；当列车速度比较高时(例如车速高于200km/h)，每次可以调整2个牵引或制动档位。
由于分相区里没有电，所以列车在进分相区前需要断开主断路器，出分相区后需要闭合主断路器。如果列车处于加速或减速阶段，施加了较大牵引力或制动力，进分相区前，车载自动防护设备ATP断开主断路器，列车断电，施加在列车上的较大牵引力或制动力突然消失，由于惯性，乘客会有向前冲或后仰的感觉。列车出分相区后，车载自动防护设备ATP闭合主断路器，列车重新获得电源，施加在列车上的牵引力又突然恢复，由于惯性，乘客会有后仰或前倾的感觉，大大影响了乘客的乘车舒适度。因此，不论列车实际速度为多少，在列车进分相区前，牵引制动级位均应调整为零。
步骤四：根据所述剩余时间和提前时间，逐级调整施加在列车上的牵引制动级位，控制列车在分相区内为惰行方式或无牵引有制动方式行驶。
具体的，列车在不同路段行驶过程中，需要确保实际速度始终小于或等于当前行驶路段的允许速度。由于允许速度为列车当前行驶路段的最高实际速度，当列车实际速度大于允许速度时，车载自动防护设备ATP会自动控制列车采取制动动作，降低实际速度至允许速度之下。自动采取的制动动作会使列车产生震动，影响乘坐舒适度。
进一步的，列车过分相区分为三种情况：加速阶段过分相区、巡航阶段过分相区和减速阶段过分相区。
具体的，加速阶段过分相区时：列车接收前方分相区信息时的当前实际速度比分相区内允许速度小，且列车当前施加有牵引力。列车在进分相区前，车载设备逐级切除牵引力；在分相区中，列车以惰行方式运行；驶出分相区后，列车逐级增加牵引力或逐级增加制动力。
具体的，巡航阶段过分相区时：在进入分相区前，列车处于巡航状态，车载设备对列车施加小级位的牵引或制动，调整列车速度，使列车以比较恒定的速度运行。列车接收前方分相区信息时的当前实际速度等于分相区内允许速度。在进分相区前，列车逐级撤销牵引级位或制动级位；在分相区中，列车以惰行方式运行；驶出分相区后，列车逐级增加牵引力或逐级增加制动力。
具体的，减速阶段过分相区时：列车接收到前方分相区信息时，列车当前施加有制动力。在进分相区前，车载设备逐级切除制动力；在分相区中，列车以惰行方式运行；驶出分相区后，列车逐级增加牵引力或逐级增加制动力。
具体的，为保证行车安全，列车需要遵循各路段的允许速度行驶。因此，无论是加速阶段过分相区、巡航阶段过分相区，还是减速阶段过分相区。列车在行驶过程中，实际速度始终控制在当前行驶路段的允许速度之下。
当前方分相区坡度信息显示前方分相区为上坡或平坡路段时，为保证列车行驶舒适度，列车在分相区中时，采用惰行方式行驶，即此时列车为无制动无牵引的状态。此时列车靠惯性运行，没有纵向冲击力，提高了列车行驶在此分相区内的舒适度。由于即使不对列车进行牵引、制动，受风阻和摩擦阻力等影响，列车行驶在分相区内，列车的速度会减缓。
示例性的，列车当前处于加速阶段，根据列车实时接收的当前线路数据，通过所述前方分相区信息，确定前方分相区坡度信息为+0.005，即前方分相区为上坡路段，且坡度值为0.005；高速铁路自动控制系统ATO实时计算得到前方分相区的允许速度为300km/h，列车当前实际速度为290km/h，列车当前牵引级位为2级，制动级位为0，计算得到：列车从接收到前方分相区信息时到列车进入前方分相区时的剩余时间为15秒，为保证舒适度，撤销列车2级牵引级位的提前时间为4秒，撤销列车1级牵引级位的提前时间为2秒。列车进入前方分相区的剩余时间会逐渐减小，当剩余时间等于撤销列车2级牵引级位的提前时间为4秒时，高速铁路自动控制系统ATO撤销列车2级牵引级位，此时列车为1级牵引级位状态，且列车当前实际车速为293km/h；当剩余时间等于撤销列车1级牵引级位的提前时间为2秒时，高速铁路自动控制系统ATO撤销列车1级牵引级位，此时列车为无牵引无制动状态，且列车当前实际车速为294km/h。2秒后，列车以惰行方式进入分相区，且列车进入分相区时的实际速度为293km/h。列车在分相区内采取惰行方式行驶。受上坡和风阻影响，列车驶出分相区时的速度会下降，列车的出分相区时的实际速度为281km/h。在上述过程中，列车的实际速度始终小于允许速度300km/h。由于在进分相区前，列车处于加速状态，因此，上述示例中，列车为加速阶段过分相区。
示例性的，列车当前处于减速阶段，根据列车实时接收的当前线路数据，通过所述前方分相区信息，确定前方分相区坡度信息为0，即前方分相区为平坡路段；高速铁路自动控制系统ATO实时计算得到：前方分相区起点的允许速度为270km/h，分相区终点的允许速度为260km/h，列车当前实际速度为280km/h，列 车当前牵引级位为0级，制动级位为1，计算得到列车到达分相区起点处的期望行驶速度为260km/h，分相区终点的期望速度为255km/h，计算得到：列车从接收到前方分相区信息时到列车进入前方分相区时的剩余时间为15秒，撤销列车1级制动级位的提前时间为2秒。列车进入前方分相区的剩余时间逐渐减小，当剩余时间等于撤销列车1级制动级位的提前时间为2秒时，高速铁路自动控制系统ATO撤销列车1级制动级位，此时列车为无牵引无制动状态，且列车当前实际车速为262km/h。2秒后，列车以惰行方式进入分相区，且列车进入分相区时的实际速度为260km/h。列车在分相区内采取惰行方式行驶。受风阻影响，列车驶出分相区时的速度会下降，列车出分相区时的实际速度为250km/h。在上述过程中，列车的实际速度始终小于分相区的允许速度。由于在进分相区前，列车处于减速状态，因此，上述示例中，列车为减速阶段过分相区。列车为减速阶段过分相区时，车载设备模仿司机操作：在进分相区前，将列车速度提前降低到一个适当的速度，即期望速度，此时列车到达分相区起点的期望速度小于或等于分相区终点的允许速度，使列车实际速度与允许速度之间留有较大的余量，列车在分相区内以惰行方式行驶。
示例性的，列车当前处于匀速巡航阶段，根据列车实时接收的当前线路数据，通过所述前方分相区信息，确定前方分相区坡度信息为0，即前方分相区为平坡路段；高速铁路自动控制系统ATO实时计算得到前方分相区的允许速度为290km/h，列车当前实际速度为280km/h，列车当前牵引级位为1级，制动级位为0，计算得到：列车从接收到前方分相区信息时到列车进入前方分相区时的剩余时间为15秒，撤销列车1级牵引级位的提前时间为1秒。列车进入前方分相区的剩余时间逐渐减小，当剩余时间等于撤销列车1级牵引级位的提前时间为1秒时，高速铁路自动控制系统ATO撤销列车1级牵引级位，此时列车为无牵引无制动状态，且列车当前实际车速为285km/h。1秒后，列车以惰行方式进入分相区，且列车进入分相区时的实际速度为284km/h。列车在分相区内采取惰行方式行驶。受风阻影响，列车驶出分相区时的速度会下降，驶出分相区时的实际速度为270km/h。在上述过程中，列车的实际速度始终小于分相区内的允许速度。在进分相区前，列车施加的1级牵引级位刚好抵消了风阻和摩擦力对列车的影响，列车的速度变化量较小，因此，列车处于巡航状态。
巡航阶段过分相区时，车载设备对列车施加小级位的牵引或制动，调整列车速度，使列车以比较恒定的速度运行。进分相区前，车载设备逐级撤销牵引或制动。进分相区后，列车以惰行方式驶过分相区。由于在分相区列车无牵引力，受风阻和摩擦力等影响，列车速度会逐渐降低。出分相区后，车载设备应对列车逐渐施加牵引力，将列车实际速度调整到当前路段的允许速度。
综上，分相区为上坡或平坡路段时，由于即使不对列车进行牵引、制动，受风阻和摩擦阻力等影响，列车行驶在分相区内，列车的速度会减缓，只要确保列车进分相区时的实际速度不超过分相区起点的允许速度即可。
示例性的，列车当前处于减速阶段，根据列车实时接收到的当前线路数据，通过所述前方分相区信息，确定前方分相区坡度信息为-0.01，即前方分相区为下坡路段，且坡度值为0.01；高速铁路自动控制系统ATO实时计算得到前方分相区起点的允许速度为300km/h，前方分相区终点的允许速度为290km/h，计算得到列车到达分相区起点的期望速度为280km/h，分相区终点的期望速度为285km/h，列车当前实际速度为300km/h，列车当前牵引级位为0级，制动级位为2，计算得到：列车从接收到前方分相区信息时到列车进入前方分相区时的剩余时间为15秒，撤销列车2级制动级位的提前时间为4秒，撤销列车1级制动级位的提前时间为2秒。列车进入前方分相区的剩余时间逐渐减小，当剩余时间等于撤销列车2级制动级位的提前时间为4秒时，高速铁路自动控制系统ATO撤销列车2级制动级位，当剩余时间等于撤销列车1级制动级位的提前时间为2秒时，高速铁路自动控制系统ATO撤销列车1级制动级位，此时列车为无牵引无制动状态，且列车当前实际车速为278km/h。2秒后，列车以惰行方式进入分相区，且列车进入分相区时的实际速度为279km/h，小于到达分相区起点的期望速度。列车在分相区内采取惰行方式行驶，受下坡惯性影响，列车驶出分相区时的速度会上升。列车驶出分相区时的实际速度为285km/h。在上述过程中，列车的实际速度始终小于分相区内的允许速度。因此，当分相区路段为下坡时，车载设备模仿司机操作：在进分相区前，将列车速度提前降低到一个适当的速度，即期望速度，列车到达分相区起点的期望速度＝分相区终点的允许速度-分相区内下坡造成的列车速度增加值。在列车进入分相区前，将列车的实际速度调整为小于或等于期望速度，使列车实际速度与允许速度之间留有较大的余量，列车在分相区 内以惰行方式行驶，在分相区内列车实际速度始终不会超过当前路段的允许速度。
示例性的，列车当前处于匀速巡航阶段，根据列车实时接收当前线路数据，通过所述前方分相区信息，确定前方分相区坡度信息为-0.005，即前方分相区为下坡路段，且坡度值为0.005；高速铁路自动控制系统ATO实时计算得到：前方分相区起点的允许速度为300km/h，前方分相区终点的允许速度为295km/h；计算得到：列车到达分相区起点的期望速度为285km/h，列车当前实际速度为296km/h，列车当前牵引级位为0级，制动级位为1，计算得到：列车从接收到前方分相区信息时到列车进入前方分相区时的剩余时间为15秒，撤销列车1级制动级位的提前时间为2秒。列车进入前方分相区的剩余时间逐渐减小，当剩余时间等于撤销列车1级牵引级位的提前时间为2秒时，高速铁路自动控制系统ATO撤销列车1级牵引级位，此时列车为无牵引状态，且列车当前实际车速为284km/h。2秒后，列车以惰行方式进入分相区，且列车进入分相区时的实际速度为285km/h。列车在分相区内以惰行方式行驶，列车到达分相区终点时的实际速度为291km/h。因此，当列车处于巡航阶段过分相区，且分相区路段为下坡时，车载设备模仿司机操作：在进分相区前，将列车速度提前降低到一个适当的速度，即期望速度，列车到达分相区起点的期望速度＝分相区终点的允许速度-分相区内下坡造成的列车速度增加值。
综上，由于分相区长度短和/或列车进入分相区时的实际速度小和/或分相区的坡度缓，使得列车在分相区内采用惰行方式行驶，即使下坡导致列车加速，列车驶出分相区时的实际速度也不会超过当前路段的允许速度。
示例性的，列车当前处于匀速巡航阶段，且当前路段允许速度为300km/h。根据列车实时接收当前线路数据，通过所述前方分相区信息，确定前方分相区坡度信息为-0.005，即前方分相区为下坡路段，且坡度值为0.005；高速铁路自动控制系统ATO实时计算得到：列车在分相区内的期望速度为295km/h，列车当前实际速度为290km/h，列车当前牵引级位为1级，制动级位为0，计算得到：列车从接收到前方分相区信息时到列车进入前方分相区时的剩余时间为15秒，撤销列车1级牵引级位的提前时间为2秒。列车进入前方分相区的剩余时间逐渐减小，当剩余时间等于撤销列车1级牵引级位的提前时间为2秒时，高速铁路自动 控制系统ATO撤销列车1级牵引级位，此时列车为无牵引状态，且列车当前实际车速为295km/h。2秒后，列车以惰行方式进入分相区，且列车进入分相区时的实际速度为294km/h。列车在分相区内采取1级制动，此时1级制动抵消了下坡对列车产生的惯性影响，列车在分相区内保持匀速行驶，列车驶出分相区时的实际速度为294km/h。
当前方分相区坡度信息显示前方分相区为下坡时，受下坡惯性影响，列车在惰行状态下速度仍会提升，为防止列车驶出分相区时，列车的实际速度超出允许速度，在分相区内时，车载设备模仿司机操作，对列车施加小级位的制动，用于抵消下坡产生的惯性，使列车在分相区内保持匀速行驶。
当列车牵引制动级位调整过于频繁时，同样会影响列车乘坐舒适度，因此相邻的两次牵引制动级位调整之间，预留有间隔时间。
示例性的，列车当前牵引级位为2级，计算得到：撤销列车2级牵引级位的提前时间为4秒，撤销列车1级牵引级位的提前时间为2秒。此时两次牵引级位调整之间，预留的间隔时间为2秒。
步骤五：列车驶出分相区，逐级调整牵引制动级位，将列车实际速度逐渐调整至允许速度。
具体的，通过定位设备对列车进行精确定位，当列车驶出分相区后，根据列车牵引制动固有特性，逐渐调整施加在列车上的牵引制动级位，将列车速度逐渐调整至允许速度。并且相邻的两次牵引制动级位调整之间，预留有间隔时间。
以上实施例仅用以说明本公开的技术方案而非对其限制，尽管参照上述实施例对本公开进行了详细的说明，所属领域的普通技术人员依然可以对本公开的具体实施方式进行修改或者等同替换，这些未脱离本公开精神和范围的任何修改或者等同替换，均在申请待批的本公开的权利要求保护范围之内。

Claims (14)

  1. 一种提高过分相区舒适度的方法，其中，所述方法包括：
    列车接收前方分相区信息，并实时获取列车当前状态信息；
    列车实时接收当前线路数据，根据所述前方分相区信息，确定前方分相区坡度信息；
    根据所述前方分相区信息、列车当前状态信息和前方分相区坡度信息，实时计算剩余时间和提前时间；
    根据所述剩余时间和提前时间，逐级调整施加在列车上的牵引制动级位，控制列车在分相区内以惰行方式或无牵引有制动方式行驶；
    列车驶出分相区，逐级调整牵引制动级位，将列车实际速度逐渐调整至允许速度。
  2. 根据权利要求1所述的方法，其中，
    所述列车接收地面设备发送的所述前方分相区信息；
    所述前方分相区信息包括前方分相区的起点坐标信息和前方分相区的终点坐标信息。
  3. 根据权利要求1所述的方法，其中，
    所述列车当前状态信息包括列车当前实际速度、列车当前位置信息和列车当前牵引制动级位。
  4. 根据权利要求1所述的方法，其中，
    所述列车通过地面设备实时获取所述当前线路数据；
    所述当前线路数据包括前方路段的坡度信息。
  5. 根据权利要求1所述的方法，其中，
    确定所述前方分相区坡度信息包括：将所述前方分相区信息中的分相区起点坐标信息和分相区终点坐标信息，与所述当前线路数据中的前方路段的坡度信息进行对比，获取前方分相区对应路段的坡度信息。
  6. 根据权利要求1所述的方法，其中，
    所述剩余时间为列车从当前位置到前方分相区入口的行驶时间；
    所述提前时间为列车进入分相区时和调整牵引制动级位时的时间差。
  7. 根据权利要求1或6所述的方法，其中，
    实时计算所述剩余时间包括：
    列车实时获取当前位置信息和当前实际速度；
    依据前方分相区信息，实时计算列车车头与前方分相区入口的距离；
    根据所述距离和所述当前实际速度，实时计算列车到达分相区入口的剩余时间。
  8. 根据权利要求1或6所述的方法，其中，
    计算所述提前时间包括：
    列车实时获取当前位置信息、当前实际速度和当前牵引制动级位；
    依据前方分相区信息，实时计算列车车头与前方分相区入口的距离；
    根据所述距离和所述剩余时间，确定各级牵引制动级位的撤销时间。
  9. 根据权利要求1所述的方法，其中，
    所述牵引制动级位的逐级调整包括：相邻两次所述牵引制动级位调整之间预设有间隔时间。
  10. 根据权利要求1所述的方法，其中，
    所述列车进入分相区前，逐级撤销牵引制动级位；
    当所述前方分相区为上坡路段或平坡路段时，列车在分相区内采用惰行方式行驶；
    当所述前方分相区为下坡路段时，列车在分相区内采用惰行方式或无牵引有制动的方式行驶。
  11. 根据权利要求1或10所述的方法，其中，
    所述方法还包括加速阶段过分相区、巡航阶段过分相区和减速阶段过分相区。
  12. 根据权利要求11所述的方法，其中，
    当列车处于所述减速阶段过分相区或巡航阶段过分相区状态时，所述逐级调整列车牵引制动级位包括：
    控制列车到达分相区起点时的实际速度小于或等于分相区起点的期望速度；
    列车在所述分相区内以惰性方式行驶；
    列车到达分相区终点时的实际速度小于或等于分相区终点的允许速度。
  13. 根据权利要求12所述的方法，其中，
    当列车处于所述减速阶段过分相区状态或巡航阶段过分相区状态，且前方分相区为上坡或平坡路段时，所述分相区起点的期望速度与分相区终点的允许速度相等；
    当列车处于所述减速阶段过分相区状态或巡航阶段过分相区状态，且前方分相区为下坡路段时，所述分相区起点的期望速度为：分相区终点的允许速度减去分相区内下坡造成的列车速度增加值。
  14. 根据权利要求1所述的方法，其中，
    所述列车实际速度小于或等于允许速度。
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