WO2022021700A1

WO2022021700A1 - Locomotive running speed curve planning method and apparatus, and related components

Info

Publication number: WO2022021700A1
Application number: PCT/CN2020/131429
Authority: WO
Inventors: 李铁兵; 宁侨; 周文伟; 肖家博; 杨宜萍; 周贤民; 朱保林; 刘烨轩; 陈佳晖; 李凯; 赵云伟; 霍晟; 唐伟
Original assignee: 株洲中车时代电气股份有限公司
Priority date: 2020-07-28
Filing date: 2020-11-25
Publication date: 2022-02-03
Also published as: CN113635916B; CN113635916A

Abstract

A locomotive running speed curve planning method and apparatus, an electronic device, and a computer-readable storage medium, applied to a locomotive autonomous driving system. The locomotive running speed curve planning method comprises: obtaining perception data of a locomotive; determining whether the perception data meets a planning condition; and if so, planning a running speed curve of the locomotive on a running route according to the perception data, so as to control the locomotive to run according to the running speed curve. According to the locomotive autonomous driving system, the running speed curve of the locomotive on the running route is planned according to the perception data of the locomotive, so that the locomotive automatically adjusts the actual running speed according to the running speed curve in actual running, thereby improving reliability and accuracy of locomotive running speed control; manual control of a driver is not needed, thereby avoiding phenomena such as large longitudinal impulse, abnormal stop, overspeed or even coupler break and the like of a freight train caused by misoperation of a driver, and thus improving the running safety of the locomotive.

Description

A locomotive running speed curve planning method, device and related components

This application claims the priority of the Chinese patent application filed on July 28, 2020 with the application number 202010740244.9 and the invention titled "A method, device and related components for locomotive running speed curve planning", the entire contents of which are approved by Reference is incorporated in this application.

technical field

The present application relates to the field of locomotive control, and in particular, to a locomotive running speed curve planning method, device and related components.

Background technique

With the rapid economic development and the continuous growth of railway freight volume, freight locomotives still control the running speed of locomotives through manual operation by drivers. If the load is heavy, the driver will be very busy and nervous when driving, and the driver's manipulation error will cause the freight train to have large longitudinal impulses, abnormal parking, speeding and even broken hooks.

Therefore, how to provide a solution to the above technical problem is a problem that those skilled in the art need to solve at present.

SUMMARY OF THE INVENTION

The purpose of this application is to provide a locomotive running speed curve planning method, device, electronic equipment and computer-readable storage medium, which can improve the reliability and accuracy of locomotive running speed control, do not require manual control by the driver, and avoid misoperation caused by the driver. This leads to the occurrence of large longitudinal impulses, abnormal parking, overspeed and even broken hooks of freight trains, which improves the safety of locomotive operation.

In order to solve the above-mentioned technical problems, the present application provides a locomotive running speed curve planning method, which is applied to the locomotive automatic driving system, including:

Obtain the perception data of the locomotive;

Judging whether the current sensing data meets the planning conditions;

If yes, plan the running speed curve of the locomotive on the running route according to the sensing data, so as to control the locomotive to run according to the running speed curve.

Preferably, before planning the running speed curve of the locomotive on the running route according to the sensing data, the locomotive running speed curve planning method further includes:

Acquiring a plurality of marked points on the running line according to preset rules;

The operating route is divided into a plurality of operating scenarios by the marking points.

Preferably, the process of planning the running speed curve of the locomotive on the running route according to the sensing data specifically includes:

The running speed curve of the locomotive in each of the running scenarios is planned according to the sensing data.

Preferably, the process of planning the running speed curve of the locomotive in each of the running scenarios according to the sensing data specifically includes:

Acquire a planning type of each of the operating scenarios, where the planning type includes a forward calculation planning scenario or an inverse calculation planning scenario;

According to the perception data, the running speed curve of each running scenario is planned according to the planning type of the running scenario.

Preferably, the process of planning the running speed curve of each running scenario according to the planning type of the running scenario according to the perception data specifically includes:

According to the perception data, plan all the running scenarios whose planning type is the inverse calculation planning scenario in order from right to left;

After the planning of all the operation scenarios whose planning type is the inverse calculation planning scenario is completed, plan all the running scenarios whose planning type is the forward calculation planning scenario according to the perception data.

Preferably, the sensing data includes train parameters, line information and protection curve information.

Preferably, the plurality of marking points include any number of speed limit increase marking points, excessive phase-phase marking points, speed limit decreasing marking points, penetration test marking points, and pre-phase-splitting parking marking points.

In order to solve the above technical problems, the present application provides a locomotive running speed curve planning device, which is applied to the locomotive automatic driving system, including:

The acquisition module is used to acquire the perception data of the locomotive;

a judgment module for judging whether the current sensing data meets the planning conditions, and if so, triggers the planning module;

The planning module is configured to plan the running speed curve of the locomotive on the running route according to the sensing data, so as to control the locomotive to run according to the running speed curve.

Preferably, the locomotive running speed curve planning device further includes:

A division module, configured to acquire a plurality of marked points on the running route according to a preset rule, and divide the running route into multiple running scenarios by using the marked points.

Preferably, the planning module is specifically used for:

Preferably, the planning module specifically includes:

an acquiring unit, configured to acquire a planning type of each of the running scenarios, where the planning type includes a forward calculation planning scene or an inverse calculation planning scene;

A planning unit, configured to plan the running speed curve of each running scenario according to the planning type of the running scenario according to the sensing data.

Preferably, the planning unit includes:

a first planning subunit, configured to plan all the running scenarios whose planning type is the inverse calculation planning scenario in order from right to left according to the perception data;

The second planning subunit is configured to, after the planning of all the running scenarios whose planning type is the inverse calculation planning scenario is completed, perform the planning on all the running scenarios whose planning type is the forward calculation planning scenario according to the perception data. planning.

In order to solve the above technical problems, the present application provides an electronic device, including:

memory for storing computer programs;

The processor is configured to implement the steps of the locomotive running speed curve planning method according to any one of the above when executing the computer program.

In order to solve the above technical problems, the present application provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the locomotive as described in any one of the above is implemented. Steps to run the velocity profile planning method.

The present application provides a locomotive running speed curve planning method, which uses the locomotive automatic driving system to plan the running speed curve of the locomotive on the running route according to the perception data of the locomotive, so that the locomotive can automatically adjust its actual operation according to the running speed curve in actual operation. Speed, when the sensing data meets the planning conditions, the running speed curve of the locomotive on the running route can be re-planned to improve the reliability and accuracy of the running speed control of the locomotive, no need for manual control by the driver, and avoid freight caused by the driver's misoperation The phenomenon of large longitudinal impulse of the train, abnormal stop, overspeed and even broken hook occurs, which improves the safety of locomotive operation. The present application also provides a locomotive running speed curve planning device, electronic equipment and a computer-readable storage medium, which have the same beneficial effects as the locomotive running speed curve planning method.

Description of drawings

In order to describe the embodiments of the present application more clearly, the following will briefly introduce the drawings that are used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application, which are not relevant to ordinary skills in the art. As far as personnel are concerned, other drawings can also be obtained from these drawings on the premise of no creative work.

Fig. 1 is the step flow chart of a kind of locomotive running speed curve planning method provided by the application;

2 is a schematic diagram of a locomotive running protection curve provided by the application;

3 is a schematic diagram of marking points on a running line provided by the application;

4 is a schematic diagram of a locomotive running speed curve provided by the application;

FIG. 5 is a schematic structural diagram of a locomotive running speed curve planning device provided by the application.

detailed description

The core of the present application is to provide a locomotive running speed curve planning method, device, electronic equipment and computer-readable storage medium, which can improve the reliability and accuracy of locomotive running speed control, do not require manual control by drivers, and avoid misoperation caused by drivers. This leads to the occurrence of large longitudinal impulses, abnormal parking, overspeed and even broken hooks of freight trains, which improves the safety of locomotive operation.

In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments It is a part of the embodiments of the present application, but not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

Please refer to FIG. 1. FIG. 1 is a flow chart of the steps of a locomotive running speed curve planning method provided by the application, which is applied to a locomotive automatic driving system. The locomotive running speed curve planning method includes:

S101: Obtain the perception data of the locomotive;

First of all, it should be noted that the locomotive running speed curve planning method in this application is applied to the locomotive automatic driving system.

Specifically, the automatic driving system of the locomotive may receive the perception data of the locomotive sent by the train monitoring device LKJ, the automatic driving human-computer interaction device and/or other on-board signal systems at preset time intervals. The perception data includes but is not limited to train parameters, Line information and protection curve information, etc. Among them, the train parameters include but are not limited to the current state of the train, the weight of the locomotive, the weight of the freight car, the planning type of the marshalling, the number of vehicles, the planning type of the locomotive, the vehicle and the number of empty trucks, etc. The current state of the train includes but is not limited to the current speed of the train, the current applied The control conditions, traction, electric system level, air brake decompression, etc., the marshalling planning types include marshalling planning types 1+0, 2+0, 1+1, etc., where 1 represents the locomotive, and 0 represents the vehicle train. , 1+0 means that one locomotive drags a train, 2+0 means that 2 locomotives drag a train; 1+1 means that one locomotive is in the head and one locomotive is in the middle. Correspondingly, the number of vehicles refers to how many locomotives are towed car;

Line information includes, but is not limited to, ramp, curve, and tunnel information, line profile change points, and additional resistance corresponding to ramp, curve, tunnel information, and train length. The additional resistance can pass through discrete ramps, The curve and tunnel resistance is calculated as an approximate continuous average value based on the length of the train. The additional resistance is used to calculate the unit resultant force received by the train during operation. The unit resultant force is the resultant force received by the train divided by the weight of the train. The force received, after calculating the unit resultant force, the acceleration of the train can be calculated, and then the train speed can be calculated, so that the speed curve planning can be carried out according to the unit resultant force. The ramp information includes but not limited to the size, length and starting position of the ramp and other information , the curve information includes but is not limited to the radius, length and starting position of the curve. It can be understood that the additional resistance refers to the line resistance, that is, the resistance caused by the ramp, curve and tunnel. There are corresponding calculation formulas, which are calculated by the size and length of ramps, curves, and tunnels in the industry standard "Train Traction Calculation Regulations";

The protection curve includes speed limit information. Referring to Figure 2, the protection curve is used to identify the starting point and closing point of the speed limit increase and speed limit reduction. The protection curve is a combination of many speed limits, and the lowest speed limit is taken as the protection. Curve, considering that there may be burrs, this application processes the protection curve transmitted from LKJ, for example, if the speed limit rises for a short time and then drops immediately, it is considered that the speed limit does not rise, which improves the reliability of the protection curve. As a preferred embodiment, the automatic driving system of the locomotive can set an internal speed limit curve according to the protection curve, and the setting method of the internal speed limit curve is as follows: Generally, the internal speed limit at the same position can be set to be 3km/ h, of course, under the LKJ speed limit, the difference between the internal speed limit curve and the LKJ speed limit can be adjusted according to the size of the speed limit.

It can be understood that, according to the relevant data, parameters, and information in the above-mentioned perception data, the division of the running scene on the running line, the judgment of entering a new scene, and the running speed curve and control force planning of the scene are more suitable for the actual working conditions of the locomotive. , which makes the automatic driving system more accurate, reliable and safe when planning the speed curve.

S102: Determine whether the sensing data meets the planning conditions, and if so, execute S103;

S103: Plan the running speed curve of the locomotive on the running route according to the sensing data, so as to control the locomotive to run according to the running speed curve.

Specifically, in this embodiment, the planning conditions may specifically include determining that the current running scene is the starting scene according to the sensing data, or, during the locomotive running according to the current target speed planning curve, some sensing data changes, such as the current target speed planning The curve is planned according to the red light status of the front signal light, and the front signal light is green in the newly collected sensing data. At this time, the running speed curve needs to be re-planned to determine that the planning conditions are met. Of course, in addition to the above judgment basis, other planning basis may also be set according to actual project needs, which is not specifically limited in this application.

It can be understood that the planning of the running speed curve of the locomotive is an important part of the decision-making of the automatic driving of the locomotive. Through the running speed curve, the target speed of the locomotive at a certain position during the actual operation and the corresponding target control command can be obtained. Reasonable planning will directly affect or even determine the performance indicators such as safety, stability and punctuality of automatic driving operation control. Further, during the running process of the locomotive, the adjustment of the running speed is realized by the control force. Therefore, the running speed curve in this embodiment includes the target speed and the target control command corresponding to each position on the running route.

It can be understood that in this embodiment, the scene is divided according to the marked points, and the above marked points can be obtained through the locomotive perception data. Therefore, during the running process of the locomotive, the detected marked points can be accurately and efficiently determined. Whether the locomotive runs to the next running scene, and because the marked points and the running scene are corresponding, the information required for planning the running speed curve of the running scene can be selected according to the marked points, and the accuracy of the running speed curve planning can be improved.

Specifically, due to the complexity and change of the railway line speed protection curve, line ramps, curves, tunnels, signal lights, etc., the number of empty and heavy trains, the complexity of the marshalling information, and the complexity of the braking system, the locomotive running speed curve planning It becomes complicated. The change of each condition may result in different target speeds required by the locomotive. For example, if the speed limit is increased, the running speed of the locomotive will be increased, and if the speed limit is lowered, the running speed of the locomotive will be reduced. Divide the locomotive's running line according to factors such as speed limit, signal lights, gradient size, phase split point and penetration test point, and divide it into multiple running scenarios, so that the running speed curve and control force can be calculated for each scenario. Planning, so that when the locomotive runs in the operating scene, the operating speed meets the conditions of the operating scene, and the safety, stability and accuracy of the automatic driving system are improved.

As a preferred embodiment, the locomotive running speed curve planning method further includes an operation of acquiring a plurality of marked points on the running route according to a preset rule, and dividing the running route into multiple running scenarios by the marked points. Specifically, some marking points can be determined on the running route of the locomotive according to preset rules, and multiple marking points are distributed in sequence according to the running direction of the locomotive. Each marking point can be used to identify a running scene. If the marked point A is detected during the running process, it means that the locomotive has entered the scene 1 corresponding to the marked point A. At this time, the running speed curve of the locomotive is controlled according to the planned running speed curve of the scene 1. Specifically, the marking points corresponding to the line information, protection information and special sections can be determined according to the locomotive perception data. In areas with special conditions such as parking areas, the position of the marking point can also be regarded as the need to change the electrical level and/or the rated position of the working condition. Referring to Figure 3, on the locomotive running line, there can be set speed limit increase mark points, excessive phase mark points, speed limit reduction mark points, penetration test mark points, and pre-phase stop mark points, each mark point corresponds to a scene.

As a preferred embodiment, the running speed curve of the locomotive in each running scenario can be planned according to the perception data. Whether to plan the next operation scenario can be determined according to the position of the preset marker point.

Further, when planning the target speed curve of each running scenario, the planning type of the running scenario may be determined first, and the planning type includes a forward calculation planning type or an inverse calculation planning type. Referring to Fig. 4, each operation scene includes one or more sub-scenarios. For example, the operation scene corresponding to the speed limit increase marker includes an acceleration sub-scenario and a constant-speed sub-scenario. When planning the operation speed curve of each scene, First determine all sub-scenarios in the scene. The sub-scenarios can be determined by the locomotive perception data. Specifically, the internal speed limit curve, line information, and information corresponding to the marked points can be determined according to the locomotive perception data. Sub-scenarios, and the planning type for each sub-scenario.

Specifically, the operation scenarios of different planning types have different requirements for the initial and final states. For example, in the scenario corresponding to the speed limit reduction, the speed and position after deceleration are determined, but there are no rigid requirements for the position where the deceleration starts. The iterative operation starts from the end position, so it is necessary to inversely calculate the running speed curve. In some scenarios, the initial state (initial speed and initial position) is determined, and the iterative operation can be performed from the last position, and the running speed curve needs to be calculated directly. Based on this , the planning types of the sub-scenarios in this embodiment may include forward calculation scenarios and inverse calculation scenarios. It is understandable that a curve can be planned for each sub-scenario. By splicing the corresponding curves of all sub-scenarios in each scenario, the running speed curve of the running scenario can be obtained, and the running speed curves of all running scenarios can be obtained. By splicing, the running speed curve of the locomotive on the running route can be obtained. It can be understood that the starting speed and starting position of the i+1th running scenario are the speed and position at the end of the i-th running scenario. When planning the running speed curve for each running scenario, it is necessary to plan to the next one. It can be understood that the position of the marked point is not the same as the perception data of different locomotives when running. Therefore, the parameters (such as speed and position) corresponding to the marked point are determined according to the actual operating conditions of the locomotive. When the parameters corresponding to the marked points are planned, the next running scenario is planned. Referring to Figure 4, the operation scenarios where the planning type is inverse calculation planning include deceleration scenarios, parking lot scenarios and long ramp over-phase scenarios, etc., and the planning type is positive calculation scenarios include acceleration scenarios, over-phase scenarios, and penetration tests. Scene, long downhill cycle braking scene, constant speed cruise scene, etc.

As a preferred embodiment, the process of planning the running speed curve of the locomotive in each running scenario according to the perception data specifically includes: acquiring the planning type of each running scenario, and the planning type includes a forward calculation planning scenario or an inverse calculation planning scenario; The perception data plans the running speed curve of each running scenario according to the planning type of the running scenario.

Specifically, considering that the state at the end of the forward calculation is unknown, first calculate the running speed curve that needs to be calculated inversely, and then calculate the running speed curve that needs to be calculated correctly, such as forward acceleration, uniform speed, etc. When the running speed of the forward calculation is calculated The intersection of the curve and the back-calculated running speed curve is the end point of the forward calculation and the start point of the deceleration.

The running speed curve planning for different running scenarios is described in detail below.

Taking the starting scene as an example, for the planning of the starting scene, the initial speed in this scene is 0 speed, and the final speed is the starting threshold speed, which can be 5km/h. The speed reaches the starting threshold speed, and the running speed curve of the starting scene is obtained according to the corresponding relationship between the above speed and position.

Taking the acceleration scene as an example, the process of planning the running speed curve of the acceleration scene specifically includes: calculating the current resultant force of the locomotive according to the perception data of the locomotive; When the speed corresponding to any step reaches the limit speed, the calculation is stopped, and the running speed curve of the running scene is obtained according to all speeds and all positions. Specifically, the speed limit in this embodiment is a speed value obtained by subtracting a threshold from the internal protection curve. For example, when the speed limit is 85km/h, the speed limit is 78km/h. When the initial speed of the current scene is less than the initial speed corresponding to the current scene, the current resultant force of the locomotive is calculated through the obtained locomotive perception data, and the method of calculating the resultant force refers to the above discussion. The acceleration of the locomotive when it is running in this operating scene can be calculated, and the speed and position corresponding to each step length are calculated according to the acceleration. It can be understood that the calculated speed of the locomotive is rising according to the step length. When the speed of the locomotive reaches the speed limit corresponding to the current running scene, stop the calculation, end the planning of the running speed curve of the acceleration scene, and fit the running speed of the acceleration scene according to the speed and position corresponding to each step. curve.

Taking the cruise scene as an example, the process of planning the running speed curve of the cruise scene specifically includes: judging whether there is a slope change point in the cruise scene according to the locomotive perception data; if so, determining the planning type of all the slope change points; The planning type gets the running speed curve of the cruise scene.

Specifically, the cruising scene is also a type of positive calculation scene. It is a uniform speed scene. The resultant force on the locomotive is 0. During the running process of the locomotive, there will generally be a point of change of slope. Although there may be flat slopes, the slope changes. It is relatively frequent. Generally, there will be slope changes from a few hundred meters to more than 2,000 meters. Therefore, in the cruise scene, it is necessary to plan the cruise scene according to the planning type of the slope change point. The planning types of the slope change point include fish back planning type and pot bottom type. Considering that after crossing the slope change point, the locomotive will lose its balance state (assuming that the resultant force of the locomotive before the slope change point is 0, that is, the balance state), so it is necessary to adjust The grade position adapts to the change of the slope, so that the resultant force on the locomotive is 0 again to maintain the balance, so the electric system grade position needs to be adjusted when the slope change point is crossed, and the speed also needs to be adjusted accordingly. For example, for the slope change point of the fishback planning type, it is necessary to delay the slow unloading level after one-third of the vehicle length after the slope change point to prevent the failure of breaking through or the longitudinal impulse is too large. For the slope change point of the pot bottom type It is necessary to accelerate the slope ahead of time. Specifically, the running route in the sub-scenario is divided into sections as required, and the additional resistance between the two sections is averaged. The next split is carried out at a certain length to avoid large fluctuations in the speed up and down. According to the calculated average gradient value, the corresponding traction electric system level is given, so as to calculate the corresponding speed and plan the running speed curve of the cruise scene.

Taking the deceleration scene as an example, the process of planning the running speed curve of the deceleration scene specifically includes: obtaining the length of the deceleration section, the speed difference, the additional resistance of the deceleration section, and the phase separation point information according to the locomotive perception data; The current acceleration is calculated from the difference, the additional resistance of the deceleration section, and the phase split point information; the running speed curve of the deceleration scene is obtained according to the current acceleration. Specifically, as shown in Figure 4, sub-scenario ⑧ is a deceleration scene. According to the length of the deceleration segment, the speed difference before and after deceleration, the size of the additional resistance of the deceleration segment, and whether there is a phase splitting point, the acceleration is calculated. Therefore, according to the inverse calculation of the acceleration The running speed curve of this deceleration scenario. Specifically, there are two ways to obtain the length of the deceleration segment: when the current position is close to the speed limit position, the length from the position of the end point of the speed limit descent to the current position, and when the distance from the speed limit is farther, according to the initial and final speed calculate. When the locomotive is running in this deceleration scenario, choose which working condition to decelerate according to the acceleration calculated in real time. If the acceleration requirement is met, the coasting deceleration is preferentially used. If the coasting deceleration does not meet the acceleration requirement, the electric braking is used, and the maximum electric braking is used. If the deceleration requirement still cannot be met, use the air brake.

Taking the parking scene as an example, the process of planning the running speed curve of each parking scene specifically includes: obtaining signal light information, protection curve information, the distance between the current position and the phase separation point, line ramp information, line curve information according to the locomotive perception data. Road information and line tunnel information; determine the parking position through the signal light information, the protection curve information, and the distance from the phase split point; through the parking position, the line ramp information, the line curve information and the line The current acceleration is calculated from the tunnel information; the running speed curve of the parking scene is obtained according to the current acceleration. Specifically, when the protection curve is closed, enter the parking scene, plan the running speed curve of the parking scene, and obtain the signal light information, the protection curve information and the distance from the phase splitting point according to the locomotive perception data. The parking position is the parking mark point before the phase split or the parking mark point after the phase split directly stops at the corresponding mark point position. After selecting the parking position, the acceleration calculated according to the line ramp, curve, tunnel information, etc. is carried out. Plan the running speed curve of the parking scene, and determine which working condition to use for deceleration (coasting first, electric braking second, air braking last) according to the calculated acceleration, and calculate a target speed according to the size of the ramp at the parking position , when the speed is lower than the target speed, the gate will be turned on, to prevent the train from slipping back when the speed reaches zero if the gate is not tightened tightly.

Taking a long downhill running scenario as an example, the process of planning the running speed curve of the long downhill scenario specifically includes: obtaining the corresponding air charging time and the maximum electric braking force when the locomotive applies air braking according to the locomotive perception data; Calculate the speed increase corresponding to the air brake from the air charging time and the maximum electric braking force; obtain the air brake release speed line according to the speed increase; obtain the corresponding air brake when the locomotive applies the air brake again. Idling speed increase; obtain the air-electric hybrid speed line according to the idling speed increase; use the air brake mitigation speed line and the air-electric hybrid speed line to obtain the target speed planning curve of the long downhill scene .

Specifically, the long downhill scene refers to the area where the speed is still unable to be controlled by the full power system, and the air-electric hybrid braking needs to be cycled. The air brake cannot be applied again during the period of dynamic relief and air charging. The maximum electric braking force is used, and the speed still rises. According to the charging time, the speed increase when the train tube is charged is calculated according to the maximum electric braking force, and a certain margin is added to obtain Airbrake mitigation speed line. When the air brake is applied again, the speed will increase during the braking idling time, and the increase in idling speed is calculated to obtain the applied air-electric hybrid speed line. The target speed planning curve for the long downhill scene. When the locomotive is running in this sub-scenario, if the speed exceeds the air-electric hybrid braking speed line, the air-electric hybrid braking starts to be applied. When the speed is lower than the air-brake mitigation speed line, the air-brake is released, and the cycle repeats until it passes through the air-brake relief speed line. downhill.

As a preferred embodiment, when the locomotive enters a phase-over-phase scenario, the operating condition over-phase is selected according to the initial speed before entering the phase-splitting section and the gradient of the phase-splitting section, and the planned speed before entering the phase-splitting phase is greater than 60km/h, When the gradient of the split-phase section is less than -6‰, use the air brake with the brake to over-split the phase, otherwise use the coasting condition to be over-split, and there is a lower temporary speed limit to consider whether the air brake is required separately to ensure that the train does not exceed the speed in the split-phase section. Do not park.

As a preferred embodiment, when the locomotive enters the pass-through test scene, the pass-through test scene is used to determine whether the train pipe is in the pass-through state. The pass-through test uses an initial decompression of 50Kpa, which satisfies the exhaust time of the train pipe and the reduction of the train speed by 5km/h. can be relieved.

As a preferred embodiment, when the locomotive enters a long-term uphill and excessively split-phase scenario, it is necessary to speed up in advance, and the running speed curve is reversely calculated according to the minimum speed limit requirement through the split-phase.

As a preferred embodiment, when the locomotive enters the fault scene, the current scene when the locomotive fails is regarded as the fault scene, and it needs to be guided to decelerate or stop, and the deceleration or parking curve is correspondingly planned according to the cause of the fault.

It can be seen that in this embodiment, the locomotive automatic driving system plans the running speed curve of the locomotive on the running line according to the perception data of the locomotive, so that the locomotive automatically adjusts its actual running speed according to the running speed curve in actual operation. When planning the conditions, the running speed curve of the locomotive on the running line can be re-planned to improve the reliability and accuracy of the running speed control of the locomotive. It does not require manual control by the driver, and avoids the large longitudinal impulse and irregularity of the freight train caused by the driver's misoperation. Normal parking, overspeed and even broken hooks occur, which improves the safety of locomotive operation.

Please refer to FIG. 5. FIG. 5 is a schematic structural diagram of a locomotive running speed curve planning device provided by the application, which is applied to a locomotive automatic driving system. The locomotive running speed curve planning device includes:

The acquisition module 1 is used to acquire the perception data of the locomotive;

Judging module 2, for judging whether the sensing data satisfies the planning conditions, and if so, triggering the planning module 3;

The planning module 3 is used for planning the running speed curve of the locomotive on the running route according to the sensing data, so as to control the locomotive to run according to the running speed curve.

As a preferred embodiment, the locomotive running speed curve planning device further includes:

The division module is used to obtain multiple marked points on the running route according to preset rules, and divide the running route into multiple running scenarios by the marked points.

As a preferred embodiment, the planning module 3 is specifically used for:

Plan the running speed curve of the locomotive in each running scene according to the perception data.

As a preferred embodiment, the planning module 3 specifically includes:

The obtaining unit is used to obtain the planning type of each operation scenario, and the planning type includes a forward calculation planning scenario or an inverse calculation planning scenario;

The planning unit is configured to plan the running speed curve of each running scenario according to the planning type of the running scenario according to the perception data.

As a preferred embodiment, the planning unit includes:

The first planning sub-unit is used to plan all the running scenarios whose planning type is the inverse calculation planning scenario in the order from right to left according to the perception data;

The second planning sub-unit is used for planning all the running scenarios whose planning type is the forward calculation planning scenario according to the perception data after the planning of all the running scenarios whose planning type is the inverse calculation planning scenario is completed.

As a preferred embodiment, the sensing data includes train parameters, line information and protection curve information.

As a preferred embodiment, the plurality of marking points include any number of speed limit increase marking points, excessive phase marking points, speed limit reducing marking points, penetration test marking points, and pre-phase-splitting parking marking points.

On the other hand, the present application provides an electronic device, comprising:

memory for storing computer programs;

The processor is configured to implement the steps of the locomotive running speed curve planning method described in any one of the above embodiments when executing the computer program.

For the introduction of an electronic device provided in the present application, please refer to the above-mentioned embodiments, which will not be repeated in the present application.

The electronic device provided by the present application has the same beneficial effects as the method for planning the running speed curve of the locomotive.

On the other hand, the present application provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the method for planning a locomotive running speed curve as described in any one of the above embodiments is implemented A step of.

For the introduction of a computer-readable storage medium provided by the present application, please refer to the above-mentioned embodiments, which will not be repeated in the present application.

The computer-readable storage medium provided by the present application has the same beneficial effects as the method for planning a running speed curve of a locomotive.

It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply these entities or operations. There is no such actual relationship or sequence between operations. Moreover, the terms "comprising", "comprising" or any other variation thereof are intended to encompass a non-exclusive inclusion such that a process, method, article or device that includes a list of elements includes not only those elements, but also includes not explicitly listed or other elements inherent to such a process, method, article or apparatus. Without further limitation, an element qualified by the phrase "comprising a..." does not preclude the presence of additional identical elements in a process, method, article, or device that includes the element.

The above description of the disclosed embodiments enables any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, this application is not intended to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

A method for planning a running speed curve of a locomotive, characterized in that, applied to an automatic driving system of a locomotive, comprising:

Obtain the perception data of the locomotive;

Judging whether the current sensing data meets the planning conditions;

If so, plan the running speed curve of the locomotive on the running route according to the sensing data, so as to control the locomotive to run according to the running speed curve.
The locomotive operating speed curve planning method according to claim 1, characterized in that, before planning the operating speed curve of the locomotive on the operating route according to the sensing data, the locomotive operating speed curve planning method further comprises:

Acquiring a plurality of marked points on the running line according to preset rules;

The operating route is divided into a plurality of operating scenarios by the marking points.
The method for planning a running speed curve of a locomotive according to claim 2, wherein the process of planning the running speed curve of the locomotive on the running route according to the sensing data specifically includes:

The running speed curve of the locomotive in each of the running scenarios is planned according to the sensing data.
The method for planning a running speed curve of a locomotive according to claim 3, wherein the process of planning the running speed curve of the locomotive in each of the running scenarios according to the sensing data specifically includes:

Acquire a planning type of each of the operating scenarios, where the planning type includes a forward calculation planning scenario or an inverse calculation planning scenario;

According to the perception data, the running speed curve of each running scenario is planned according to the planning type of the running scenario.
The locomotive operating speed curve planning method according to claim 4, wherein the process of planning the operating speed curve of each operating scenario according to the planning type of each operating scenario according to the sensing data specifically includes:

According to the perception data, in order from right to left, plan all the running scenarios whose planning type is the inverse calculation planning scenario;

After the planning of all the operation scenarios whose planning type is the inverse calculation planning scenario is completed, plan all the running scenarios whose planning type is the forward calculation planning scenario according to the perception data.
The locomotive running speed curve planning method according to any one of claims 1-5, wherein the sensing data includes train parameters, line information and protection curve information.
The locomotive running speed curve planning method according to any one of claims 2 to 5, wherein the plurality of marking points include speed limit increase marking points, excessive phase marking points, speed limit reducing marking points, and penetration test marking points Any number of points, parking mark points before split phase.
A locomotive running speed curve planning device, characterized in that, applied to the locomotive automatic driving system, comprising:

The acquisition module is used to acquire the perception data of the locomotive;

a judgment module for judging whether the current sensing data meets the planning conditions, and if so, triggers the planning module;

The planning module is configured to plan the running speed curve of the locomotive on the running route according to the sensing data, so as to control the locomotive to run according to the running speed curve.
The locomotive running speed curve planning device according to claim 8, wherein the locomotive running speed curve planning device further comprises:

A division module, configured to acquire a plurality of marked points on the running route according to a preset rule, and divide the running route into multiple running scenarios by using the marked points.
The locomotive running speed curve planning device according to claim 9, wherein the planning module is specifically used for:

The running speed curve of the locomotive in each of the running scenarios is planned according to the sensing data.
The locomotive running speed curve planning device according to claim 10, wherein the planning module specifically includes:

an obtaining unit, configured to obtain a planning type of each of the running scenarios, where the planning type includes a forward calculation planning scene or an inverse calculation planning scene;

A planning unit, configured to plan the running speed curve of each running scenario according to the planning type of the running scenario according to the sensing data.
The locomotive running speed curve planning device according to claim 11, wherein the planning unit comprises:

a first planning subunit, configured to plan all the running scenarios whose planning type is the inverse calculation planning scenario in order from right to left according to the perception data;

The second planning subunit is configured to, after the planning of all the running scenarios whose planning type is the inverse calculation planning scenario is completed, perform the planning on all the running scenarios whose planning type is the forward calculation planning scenario according to the perception data. planning.
The locomotive running speed curve planning device according to any one of claims 8-12, wherein the sensing data includes train parameters, line information and protection curve information.
The locomotive running speed curve planning device according to any one of claims 9-12, wherein the plurality of marking points include speed limit increase marking points, excessive phase marking points, speed limit reducing marking points, and penetration test marking points Any number of points, parking mark points before split phase.
An electronic device, comprising:

memory for storing computer programs;

The processor is configured to implement the steps of the locomotive running speed curve planning method according to any one of claims 1-7 when executing the computer program.
A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the running speed of the locomotive according to any one of claims 1-7 is realized Steps of the curve planning method.