CN106672029B - Control the method and device of train operation - Google Patents
Control the method and device of train operation Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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Abstract
The present invention provides a kind of method and device for controlling train operation.The method of control train operation of the invention includes: to obtain real time information, current operating conditions information and the aim curve information of train operation；It predicts the first operating status needed for train after the first preset time, and state controller is selected according to the first operating status, so that state controller obtains the first control information using the treatment process of the Nonlinear PI control based on feedforward；The second operating status of train is obtained according to the first operating status, the first security protection rule and current operating conditions；If the first operating status is identical with the second operating status, by the first control information input to Train Control and management system, so that Train Control and management system control train operation.The method and device of control train operation of the invention extends the service life of the controller of control train operating condition, is conducive to the even running of train, improves the riding comfort of passenger.
Description
Technical Field
The invention relates to a train control technology, in particular to a method and a device for controlling train operation.
Background
With the rapid development of the rail transit technology in China, the rail transit signal technology makes great progress. The automatic Train control system ATC (automatic Train control) adopts an advanced automatic Train control technology, and improves the Train running efficiency, so the ATC system is essential to the rail transit technology in China.
In the prior art, the most widely used automatic train control system adopts the traditional PID control. However, the traditional PID control method has poor adaptability and does not adopt safety protection rules, so that the number of times of working condition conversion is too large when the train runs, the controller for controlling the working condition of the train is frequently switched, the service life of the controller is influenced, and the stable running and riding comfort of the train are not facilitated.
Disclosure of Invention
The invention provides a method and a device for controlling train operation, which aim to overcome the technical problems that the control method in the prior art is poor in adaptability, the service life of a controller is not long due to the fact that safety protection rules are not adopted, and the stable operation and riding comfort of a train are not facilitated.
The invention provides a method for controlling train operation, which comprises the following steps:
acquiring real-time information of train operation, current operation state information and target curve information; the real-time information includes: the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation;
predicting a first running state required by the train after a first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, wherein the first control information is traction force or braking force corresponding to the first running state;
obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state information;
and if the first running state is the same as the second running state, the first control information is sent to a train control and management system, so that the train control and management system controls the train to run according to the first control information.
The method as described above, further comprising:
if the first running state is different from the second running state, second control information is input into the train control and management system, so that the train control and management system controls the train to run according to the second control information; and the second control information is that the level of train operation is zero.
The method for predicting the first operation state required by the train after the first preset time according to the current operation state information, the real-time information and the target curve information comprises the following steps:
constructing a train stress model;
and predicting a first running state required by the train after a first preset time according to the stress model, the real-time information and the target curve information.
In the method, the train stress model is specifically represented by the following formula one:
F＝FB+FS+FCa first formula;
wherein F is the resistance borne by the train, FBBeing the basic resistance experienced by the train, FSThe ramp resistance to the current position of the train, FCThe curve resistance borne by the train at the current position is obtained.
According to the method, the train is subjected to a basic resistance FBThe formula II is given as follows:
wherein n is the number of the sections of the carriage, miThe mass of the ith carriage, f is the basic resistance of the carriage with unit mass, and f is c0+c1v+c2v2V is the speed of the train;
ramp force F borne by train at current positionSThe formula three is given as follows:
wherein M is the total mass of the train, b is the number of ramps on which the train is positioned, L is the length of the train, q is the total mass of the trainjIs the slope of the jth ramp,/jThe length of the train on the jth ramp;
curve resistance F suffered by train current positionCThe formula four gives:
wherein R isjIs the radius of curvature of the jth ramp.
The method for predicting the first running state required by the train after the first preset time according to the stress model, the real-time information and the target curve information comprises the following steps:
predicting the position of the train and the speed of the train once every first time interval from the current time until the position of the train and the speed of the train after the second preset time are predicted, specifically predicting through a formula five and a formula six:
wherein, tuIs a first time interval, vkFor the speed of the train after k first time intervals from the current time, called predicted speed, skFor the position of the train after k first time intervals, vk-1Calculating the speed of the train after k-1 first time intervals from the current time;is the acceleration in the K-1 st first time interval, K is a positive integer, wherein the second preset time comprises K tu，1≤k≤K；
According to the acquired vk、skObtaining the position s on the target curvekAt a corresponding target speed v0k：
Comparison vkAnd v0kIf v is0k－vk＞e1When t isk＜t1Said first operating state is a traction state, wherein tk＝k×tu，e1To an allowable target speed v0kAnd the predicted speed vkIs a positive number, t1Is a target velocity v0kAnd the predicted speed vkTo a maximum value e1Time allowed; at this time, tkIs a first preset time;
if v isk－v0k＞e2When t isk＜t2Said first operating state is a braking state, wherein e2For predicted allowable speed vkWith target speed v0kIs a positive number, t2To predict the velocity vkWith target speed v0kReaches a maximum value e2Time allowed; at this time, tkIs a first preset time;
if within the second preset time, v0k－vkIs always less than e1，vk－v0kIs always less than e2If the first running state is the current state, the first running state is the current state; at this time, the first preset time is equal to the second preset time.
The method as described above, where the preset first preset safety protection rule includes: when the train is converted from a traction operation state to a braking operation state, the traction operation state is converted into an idling operation state, whether the train needs to be converted into the braking operation state is judged according to the idling operation state, and if the train needs to be converted into the braking operation state, the train is converted from the idling operation state into the braking operation state; or,
when the train needs to be converted from the braking operation state to the traction operation state, the braking operation state is converted into the coasting operation state, whether the train needs to be converted into the traction operation state is judged according to the coasting operation state, and if the train needs to be converted into the traction operation state, the coasting operation state is converted into the traction operation state.
After obtaining the second operating state of the train according to the first operating state, the first safety protection rule and the current operating state, the method further includes:
if the first running state is the same as the second running state, and the traction force is greater than a first preset threshold value or the braking force is greater than a second preset threshold value, obtaining third control information according to the first control information and a second safety protection rule, and sending the third control information to a train control and management system so that the train control and management system controls the train to run according to the third control information;
the third control information is that the traction force is equal to the first preset threshold value or the braking force is equal to the second preset threshold value; the second safeguard rule comprises: the traction force is not greater than a first preset threshold value, and the braking force is not greater than a second preset threshold value.
The present invention also provides a device for controlling train operation, comprising:
the acquisition module is used for acquiring real-time information of train operation, current operation state information and target curve information; the real-time information includes: the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation;
the control module is used for predicting a first running state required by the train after first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller adopts a processing process of nonlinear proportional-integral control based on feedforward to obtain first control information, wherein the first control information is traction force or braking force corresponding to the first running state;
the safety protection module is used for obtaining a second running state of the train according to the first running state, a first preset safety protection rule and the current running state information;
and the sending module is used for sending the first control information to a train control and management system if the first running state is the same as the second running state, so that the train control and management system controls the train to run according to the first control information.
The invention provides a method and a device for controlling train operation. The method for controlling the train operation comprises the following steps: acquiring real-time information of train operation, current operation state information and target curve information; the real-time information comprises the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation; predicting a first running state required by the train after a first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, wherein the first control information is traction force or braking force corresponding to the first running state; obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state; and if the first operation state is the same as the second operation state, inputting the first control information into the train control and management system so that the train control and management system controls the train to operate according to the first control information. The method and the device for controlling the train to run prolong the service life of the controller for controlling the train working condition, are beneficial to the stable running of the train and improve the riding comfort of passengers.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a flowchart of a first embodiment of a method for controlling train operation according to the present invention;
FIG. 2 is a flowchart of a second embodiment of a method for controlling train operation according to the present invention;
fig. 3 is a schematic structural diagram of a first apparatus for controlling train operation according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the running process of the train, the running state of the train can be adjusted at any time according to the difference of the running route, and the change of the running state of the train is realized by a controller for controlling the working condition of the train. The controller has a certain service life, and can not be frequently switched, and the frequent switching of the controller is not beneficial to the stable running and riding comfort of the train, but the method for controlling the train running in the prior art can cause the frequent switching of the controller. In order to solve the above problems, the present invention provides a method and apparatus for controlling train operation, and the present invention will be described in detail below.
Fig. 1 is a flowchart of a first embodiment of a method for controlling train operation according to the present invention, and as shown in fig. 1, the method of this embodiment may include:
s101, acquiring real-time information of train operation, current operation state information and target curve information; the real-time information comprises the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation;
s102, predicting a first running state required by the train after a first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, wherein the first control information is traction force or braking force corresponding to the first running state;
s103, obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state;
and S104, if the first operation state is the same as the second operation state, inputting the first control information into the train control and management system so that the train control and management system controls the train to operate according to the first control information.
Specifically, the target curve in this embodiment refers to the running state of the train in an ideal state, that is, the ideal speed at each position in the train traveling route, where each position in the train traveling route is referred to as a target position in this embodiment, and the corresponding ideal speed at the target position is referred to as a target speed. The target curve can be obtained by adopting the following method: the safety calculating unit in the system for controlling the train to run calculates a 'position-speed' curve in real time according to vehicle-mounted basic data, train schedule data, and vehicle head information, carriage information, running traffic information, mileage and speed information and the like received from the bus, wherein the calculating method can adopt a method in the prior art, and is not repeated herein.
Real-time information of train operation and current operation state information are acquired from a train control and management system, target curve information is acquired from a safety computing unit VCU in a system for controlling train operation, and the real-time information comprises the current position of a train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running, wherein the level information comprises brake gear information, traction gear information and zero position information.
After the real-time information, the current running state information and the target curve information of the running of the train are obtained, a first running state required by the train after a first preset time can be predicted according to the real-time information, the current running state information and the target curve information, and a state controller is selected according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process; for example, if the current state is a brake gear and the current state is a brake operation state, if the predicted first operation state is a traction operation state, the traction controller needs to be replaced, and the traction controller obtains first control information by adopting a processing process of feedforward-based nonlinear proportional-integral control; if the current state is a traction gear, the current state is a traction operation state, and if the predicted first operation state is also the traction operation state, the state controller is not replaced, or the traction controller is selected to obtain first control information by adopting a feedforward-based nonlinear proportional-integral control processing process; if the current state is a traction gear, the current state is a traction operation state, and if the predicted first operation state is a coasting operation state, one state controller, such as a traction state controller, can be selected at will to obtain first control information corresponding to the coasting operation state, where the first control information is traction force or braking force required by train operation, and the traction force or braking force in the first control information corresponding to the coasting operation state of the train is zero.
The state controller obtains the first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, so that frequent switching of the controller for controlling the train working condition can be avoided, and the service life of the controller is prolonged.
And after the first running state is predicted, obtaining a second running state of the train according to the first running state, the first preset safety protection rule and the current running state.
Wherein, the first safety protection rule is as shown in table 1, see table 1, and the first preset protection rule includes: when the train is converted from the traction operation state to the braking operation state, the traction operation state is converted into the coasting operation state, whether the train needs to be converted into the braking operation state is judged according to the coasting operation state, and if the train needs to be converted into the braking operation state, the coasting operation state is converted into the braking operation state; or when the train needs to be converted from the braking operation state to the traction operation state, the braking operation state is converted into the coasting operation state, whether the train needs to be converted into the traction operation state is judged according to the coasting operation state, and if the train needs to be converted into the traction operation state, the coasting operation state is converted into the traction operation state.
That is to say, the braking operation state and the traction operation state cannot be switched to each other, if the current state in step S102 is the traction operation state, the first operation state that needs to be adopted after the first preset time is predicted is the braking operation state, the first operation state that needs to be adopted only can be switched from the traction operation state to the coasting operation state, the coasting operation state at this time is the second operation state, then the first operation state after the first preset time is predicted by using the same prediction method in step S102, if the switching to the braking operation state is still needed, the braking state controller is replaced to perform control to obtain the first control information, and if the switching to the braking operation state is not needed, the current state controller is still used to perform control to obtain the first control information.
Those skilled in the art will understand that: according to a first safety protection rule, if the current state is a traction operation state and the first operation state is a brake operation state, the coasting operation state is a second operation state, and the first operation state and the second operation state are different; if the current state is the coasting running state, the first running state is the braking running state, the second running state is also the braking running state, and the first running state and the second running state are the same; that is, when a transition between the traction operation state and the braking operation state is required, the first operation state and the second operation state are different, and when a transition between the traction operation state or the braking operation state and the coasting operation state is required, the first operation state and the second operation state are the same.
Adopt first safety protection rule, can prevent that the train from changing into the braking operation state from the traction operation state suddenly and causing the train operation unstable, the phenomenon that passenger's comfort level of taking descends takes place.
TABLE 1
After the first running state and the second running state are both obtained, judging whether the first running state is the same as the second running state, if so, inputting the first control information into the train control and management system so that the train control and management system controls the train to run according to the first control information; if the first running state is different from the second running state, second control information is input into the train control and management system, so that the train control and management system controls the train to run according to the second control information; and the second control information is that the level of train operation is zero. That is, the second operation state indicated by the second control information is the coasting operation state.
As will be understood by those skilled in the art, after the train operates according to the first control information or the second control information, the operation information of the train after the train operates according to the first control information or the second control information is the real-time information and the current operation state information, and then the prediction process of the next stage starts according to the real-time information, the current operation state information and the target curve information, that is, the step S102 is repeatedly executed: predicting a first running state required by the train after a first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, wherein the first control information is traction force or braking force corresponding to the first running state; s103, obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state; and S104, if the first operation state is the same as the second operation state, inputting the first control information into the train control and management system so that the train control and management system controls the train to operate according to the first control information. If the first running state is different from the second running state, second control information is input into the train control and management system, so that the train control and management system controls the train to run according to the second control information; and the second control information is that the level of train operation is zero. That is, the second operation state indicated by the second control information is the coasting operation state ".
The method for controlling train operation of the embodiment comprises the following steps: acquiring real-time information of train operation, current operation state information and target curve information; the real-time information comprises the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation; predicting a first running state required by the train after a first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, wherein the first control information is traction force or braking force corresponding to the first running state; obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state; and if the first operation state is the same as the second operation state, inputting the first control information into the train control and management system so that the train control and management system controls the train to operate according to the first control information. The method for controlling the train to run prolongs the service life of the controller for controlling the train working condition, is beneficial to the stable running of the train, and improves the riding comfort of passengers.
The technical solution of the embodiment of the method shown in fig. 1 will be described in detail below by using specific examples.
Fig. 2 is a flowchart of a second embodiment of the method for controlling train operation according to the present invention, and as shown in fig. 2, the method of this embodiment is a specific description of a step "predicting a first operation state required by a train after a first preset time according to real-time information, current operation state information, and target curve information" in the previous embodiment, and the method of this embodiment may include:
s201, constructing a train stress model;
s202, predicting a first running state required by the train after first preset time according to the stress model, the real-time information and the target curve information.
In the practical process, the stress model in this embodiment is constructed on the premise that the train runs in a coasting state, that is, no matter what running state the train is in at present, the train is considered not to be subjected to traction or braking force, and the resultant force borne by the train is the resistance; specifically, the train stress model is specifically represented by the following formula one:
F＝FB+FS+FCa first formula;
wherein F is the resistance borne by the train, FBBeing the basic resistance experienced by the train, FSThe ramp resistance to the current position of the train, FCThe curve resistance borne by the train at the current position is obtained.
Wherein the train is subjected to a basic resistanceForce FBThe formula II is given as follows:
wherein n is the number of the sections of the carriage, miThe mass of the ith carriage, f is the basic resistance of the carriage with unit mass, and f is c0+c1v+c2v2And v is the speed of the train.
Ramp force F borne by train at current positionSThe formula three is given as follows:
wherein M is the total mass of the train, b is the number of ramps on which the train is positioned, L is the length of the train, q is the total mass of the trainjIs the slope of the jth ramp,/jIs the length of the train on the jth ramp.
The method for calculating the length l of the train on the ramp comprises the following steps:
wherein s is1Is the starting position of the ramp, s2As end position of the ramp, seFor the location of the head of the train on the ramp, ssThe position of the tail of the train on the ramp.
Train with movable trackCurve resistance F experienced at the current positionCThe formula four gives:
wherein R isjIs the radius of curvature of the jth ramp.
The following respectively describes the steps of "predicting a first operating state required by the train after a first preset time according to the stress model, the real-time information and the target curve information" in the previous embodiment, and "selecting a state controller according to the first operating state so that the state controller obtains first control information by adopting a processing procedure of nonlinear proportional-integral control based on feedforward, wherein the first control information is traction force or braking force corresponding to the first operating state".
First, a description will be given of a step of "predicting a first operating state required by a train after a first preset time according to a stress model, real-time information, and target curve information" in the first embodiment, which can be implemented by the following two embodiments.
One implementation that can be achieved is: predicting the position of the train and the speed of the train once every first time interval from the current time until the position of the train and the speed of the train after the second preset time are predicted, specifically predicting through a formula five and a formula six:
wherein, tuIs a first time interval, vkFor the speed of the train k first time intervals after the current time, skK first timesPosition of train after separation, vk-1Calculating the speed of the train after k-1 first time intervals from the current time;is the acceleration in the K-1 st first time interval, K is a positive integer, wherein the second preset time comprises K tu，1≤k≤K；
According to the acquired vk、skObtaining the position s on the target curvekAt a corresponding target speed v0k：
Comparison vkAnd v0kIf v is0k－vk＞e1When t isk＜t1The first operating state is a traction state, where tk＝k×tu，e1To an allowable target speed v0kAnd the predicted speed vkIs a positive number, t1Is a target velocity v0kAnd the predicted speed vkReaches a maximum value e1Time allowed; at this time, tkIs a first preset time;
if v isk－v0k＞e2When t isk＜t2Said first operating state is a braking state, wherein e2For predicted allowable speed vkWith target speed v0kIs a positive number, t2To predict the velocity vkWith target speed v0kReaches a maximum value e2Time allowed; at this time, tkIs a first preset time;
if within the second preset time, v0k－vkIs always less than e1，vk－v0kIs always less than e2If the first running state is the current state, the first preset time is equal to the second preset time.
Specifically, the embodiment is that the second preset time is spaced by the length of the first time intervalDividing into a plurality of time points, predicting the velocity v at each time pointkAnd position skVelocity v at all points in timekAnd position skAfter the prediction is finished, acquiring a position s on the target curvekAt a corresponding target speed v0kThen v at all time pointskCorresponding to v0kA comparison is made.
In the embodiment, t is set1And t2Wherein, t1The time exceeding the lower bound is that the difference value between the target speed and the predicted speed of the current train is set to be larger than e1Time of day, e1The maximum value of the difference between the allowable target speed and the predicted speed is a positive number; t is t2The time can be called as the time exceeding the upper bound, wherein the time exceeding the upper bound means that the difference value between the predicted speed of the train and the target speed is set to be larger than e2Time of day, e2The maximum value of the difference between the allowable predicted speed and the target speed is a positive number. Predicted velocity vkIs the speed of the train k first time intervals after the current time.
Predicting v at each time pointkIn the process of (3), the target speed v of the train0kAnd the predicted speed vkIs initially greater than e1Time t ofkT less than set1Indicating that the time t has not yet come1Target velocity v0kAnd the predicted speed vkHas been greater than the maximum value e of the difference between the allowable target speed and the predicted speed1When the predicted speed is smaller, the train needs to adopt a traction running state at the moment, the first running state is the traction running state to increase the increasing rate of the train speed at the subsequent moment, at the moment, a traction state controller is immediately selected for state control, and tkI.e. the first preset time, which usually occurs on an uphill slope. Similarly, v at each predicted time pointkIn the course of (a), the predicted speed v of the trainkWith target speed v0kIs initially greater than e2Time t ofkT less than set2The description has not yet comeTime t2Predicted velocity vkWith target speed v0kHas been greater than the maximum value e of the difference between the permissible predicted speed and the target speed2When the predicted speed is larger, the train needs to adopt a braking operation state at the moment, the first operation state is the braking operation state to reduce the increasing rate of the train speed at the subsequent moment, at the moment, the braking state controller is immediately selected to carry out state control, and tkI.e. the first predetermined time, which is usually the case in downhill situations.
If in the prediction process, v0k－vkIs always less than e1，vk－v0kIs always less than e2Then, the first operating state is the current operating state, conversion is not needed, the state controller does not need to be replaced, the current state controller is still adopted, and at the moment, the first preset time is equal to the second preset time.
Another implementation that can be realized is: every t from the current momentuTime-predicted primary train speed vkAnd skLocation, prediction vkAnd skThe method of (1) is the same as the previous embodiment, and the target speed v corresponding to the predicted speed is obtained after the prediction is completed once0kComparison, at t1Finding v within a time frame0k－vk＞e1When t isk＜t1Stopping prediction, determining a first operation state, wherein the first operation state is determined as a traction operation state, and the condition usually occurs on an uphill slope; or at t2Finding v within a time framek－v0k＞e2When t isk＜t2Stopping prediction, and determining a first operation state, wherein the first operation state is determined as a braking operation state, and the condition is usually generated in a downhill condition; in the two cases above, tkNamely the first preset time.
If the train is on an uphill road section or a horizontal road section during the prediction process, at t1In the time range v0k－vkIs always less than e1Then the first operating state isFor the current operating state, no transition is required, at which time t1Is a first preset time; or if the train is on a downhill road section or a horizontal road section, at t2In the time range vk－v0kIs always less than e2Then the first operating state is the current operating state and does not need to be converted, at this time t2Is the first preset time.
Next, a description will be given of a step of "selecting a state controller according to a first operating state so that the state controller obtains first control information, which is traction force or braking force corresponding to the first operating state, by a processing procedure of nonlinear proportional-integral control based on feedforward.
The step of selecting the state controller according to the first operation state so that the state controller obtains first control information by adopting a processing procedure of nonlinear proportional-integral control based on feedforward, wherein the first control information is traction force or braking force corresponding to the first operation state comprises the following steps of:
and if the first running state is a braking running state, the braking controller is adopted to control to obtain first control information, and if the first running state is a traction running state, the traction controller is adopted to control to obtain the first control information.
The process of obtaining the first control information by adopting the processing process of the nonlinear proportional-integral control based on feedforward is as follows:
inputting the target curve information into a state controller, obtaining the current target acceleration of the train according to the target curve information, and calculating the traction or braking force required by the train according to the target acceleration, wherein the traction or braking force is called as reference traction or reference braking force;
then inputting the difference value between the real-time speed and the corresponding target speed (the speed corresponding to the real-time speed position on the target curve) into a nonlinear proportional-integral controller in the state controller to obtain a corrected traction force or a corrected braking force;
the sum of the reference traction force and the correction traction force or the sum of the reference braking force and the correction braking force is the first control information.
In order to further ensure the service life of the controller for controlling the train operation condition, the present embodiment is further improved on the basis of the foregoing embodiment, in which the method for controlling the train operation in the present embodiment is performed after "obtaining the second operation state of the train according to the first operation state, the first safety protection rule, and the current operation state", and the method in the present embodiment includes:
if the first running state is the same as the second running state, and the traction force is greater than a first preset threshold value or the braking force is greater than a second preset threshold value, obtaining third control information according to the first control information and a second safety protection rule, and sending the third control information to a train control and management system so that the train control and management system controls the train to run according to the third control information;
the third control information is that the traction force is equal to a first preset threshold value or the braking force is equal to a second preset threshold value; the second safety protection rule comprises: the traction force is not greater than a first preset threshold value, and the braking force is not greater than a second preset threshold value.
Specifically, if the first running state is the same as the second running state, and the tractive force in the first control information obtained by the state controller is greater than a first preset threshold value, the tractive force obtained by the state controller is changed into the first preset threshold value according to the second safety protection rule, the first preset threshold value is the value of the tractive force in the third control information, and then the first preset threshold value is sent to the train control and management system, so that the train control and management system controls the train to run according to the first preset threshold value; if the first running state is the same as the second running state, and the braking force in the first control information obtained by the state controller is greater than a second preset threshold value, the braking force obtained by the state controller is changed into the second preset threshold value according to a second safety protection rule, the second preset threshold value is the value of the braking force in the third control information, and then the second preset threshold value is sent to the train control and management system, so that the train control and management system controls the train to run according to the second preset threshold value.
In the embodiment, by setting the second safety protection rule, the traction force or the braking force input to the train control and management system is ensured not to exceed the maximum value which can be borne by the controller for controlling the train working condition, and the controller for controlling the train working condition is protected from being damaged.
Fig. 3 is a schematic structural diagram of a first embodiment of the apparatus for controlling train operation according to the present invention, and as shown in fig. 3, the apparatus of this embodiment may include: the train monitoring system comprises an acquisition module 31, a control module 32, a safety protection module 33 and a sending module 34, wherein the acquisition module 31 is used for acquiring real-time information of train operation, current operation state information and target curve information; the real-time information includes: the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation;
the control module 32 is configured to predict a first operating state required by the train after a first preset time according to the real-time information, the current operating state information, and the target curve information, and select a state controller according to the first operating state, so that the state controller obtains first control information by using a processing procedure of feed-forward-based nonlinear proportional-integral control, where the first control information is a traction force or a braking force corresponding to the first operating state;
the safety protection module 33 is configured to obtain a second operation state of the train according to the first operation state, the first preset safety protection rule, and the current operation state;
the sending module 34 is configured to send the first control information to the train control and management system if the first operating state is the same as the second operating state, so that the train control and management system controls the train to operate according to the first control information.
The apparatus of this embodiment may be used to implement the technical solution of the method embodiment shown in fig. 1, and the implementation principle and the technical effect are similar, which are not described herein again.
Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The program may be stored in a computer-readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. A method of controlling train operation, comprising:
acquiring real-time information of train operation, current operation state information and target curve information; the real-time information includes: the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation;
predicting a first running state required by the train after a first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller obtains first control information by adopting a feedforward-based nonlinear proportional-integral control processing process, wherein the first control information is traction force or braking force corresponding to the first running state;
obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state information;
if the first running state is the same as the second running state, the first control information is sent to a train control and management system, so that the train control and management system controls the train to run according to the first control information;
the first safety protection rule comprises: when the train is converted from a traction operation state to a braking operation state, the traction operation state is converted into an idling operation state, whether the train needs to be converted into the braking operation state is judged according to the idling operation state, and if the train needs to be converted into the braking operation state, the train is converted from the idling operation state into the braking operation state; or,
when the train needs to be converted from the braking operation state to the traction operation state, the braking operation state is converted into the idling operation state, whether the train needs to be converted into the traction operation state is judged according to the idling operation state, and if the train needs to be converted into the traction operation state, the idling operation state is converted into the traction operation state.
2. The method of claim 1, further comprising:
if the first running state is different from the second running state, second control information is input into the train control and management system, so that the train control and management system controls the train to run according to the second control information; and the second control information is that the level of train operation is zero.
3. The method of claim 1, wherein predicting a first operating state required by the train after a first predetermined time based on the real-time information, the current operating state information, and the target curve information comprises:
constructing a train stress model;
and predicting a first running state required by the train after a first preset time according to the stress model, the real-time information and the target curve information.
4. The method according to claim 3, wherein the train stress model is specifically represented by the following formula one:
F＝FB+FS+FCa first formula;
wherein F is the resistance borne by the train, FBBeing the basic resistance experienced by the train, FSThe ramp resistance to the current position of the train, FCThe curve resistance borne by the train at the current position is obtained.
5. Method according to claim 4, characterized in that the train is subjected to a basic resistance FBThe formula II is given as follows:
wherein n is the number of the sections of the carriage, miThe mass of the ith carriage, f is the basic resistance of the carriage with unit mass, and f is c0+c1v+c2v2V is the speed of the train;
ramp force F borne by train at current positionSThe formula three is given as follows:
wherein M is the total mass of the train, b is the number of ramps on which the train is positioned, L is the length of the train, q is the total mass of the trainjIs the slope of the jth ramp,/jThe length of the train on the jth ramp;
train asCurve resistance F experienced by the front positionCThe formula four gives:
wherein R isjIs the radius of curvature of the jth ramp.
6. The method of claim 5, wherein predicting a first operating state required by the train after a first predetermined time based on the stress model, the real-time information, and the target curve information comprises:
predicting the position of the train and the speed of the train once every first time interval from the current time until the position of the train and the speed of the train after the second preset time are predicted, specifically predicting through a formula five and a formula six:
wherein, tuIs a first time interval, vkFor the speed of the train after k first time intervals from the current time, called predicted speed, skFor the position of the train after k first time intervals, vk-1Calculating the speed of the train after k-1 first time intervals from the current time;is the acceleration in the K-1 st first time interval, K is a positive integer, wherein the second preset time comprises K tu，1≤k≤K；
According to the acquired vk、skObtaining the position s on the target curvekAt a corresponding target speed v0k：
Comparison vkAnd v0kIf v is0k－vk＞e1When t isk＜t1Said first operating state is a traction state, wherein tk＝k×tu，e1To an allowable target speed v0kAnd the predicted speed vkIs a positive number, t1Is a target velocity v0kAnd the predicted speed vkTo a maximum value e1Time allowed; at this time, tkThe first preset time is set;
if v isk－v0k＞e2When t isk＜t2Said first operating state is a braking state, wherein e2For predicted allowable speed vkWith target speed v0kIs a positive number, t2To predict the velocity vkWith target speed v0kReaches a maximum value e2Time allowed; at this time, tkIs a first preset time;
if within the second preset time, v0k－vkIs always less than e1，vk－v0kIs always less than e2If the first running state is the current state, the first preset time is equal to the second preset time.
7. The method of claim 1, wherein after said deriving a second operating state of the train from the first operating state, a first safety protection rule, and the current operating state, the method further comprises:
if the first running state is the same as the second running state, and the traction force is greater than a first preset threshold value or the braking force is greater than a second preset threshold value, obtaining third control information according to the first control information and a second safety protection rule, and sending the third control information to a train control and management system so that the train control and management system controls the train to run according to the third control information;
the third control information is that the traction force is equal to the first preset threshold value or the braking force is equal to the second preset threshold value; the second safeguard rule comprises: the traction force is not greater than a first preset threshold value, and the braking force is not greater than a second preset threshold value.
8. An apparatus for controlling train operation, comprising:
the acquisition module is used for acquiring real-time information of train operation, current operation state information and target curve information; the real-time information includes: the current position of the train, the current speed of the train and the maximum speed allowed by the train; the current running state information comprises the level information of the current train running; the target curve information comprises a target speed and a target position of train operation;
the control module is used for predicting a first running state required by the train after first preset time according to the real-time information, the current running state information and the target curve information, and selecting a state controller according to the first running state, so that the state controller adopts a processing process of nonlinear proportional-integral control based on feedforward to obtain first control information, wherein the first control information is traction force or braking force corresponding to the first running state;
the safety protection module is used for obtaining a second running state of the train according to the first running state, the first safety protection rule and the current running state information;
the sending module is used for sending the first control information to a train control and management system if the first running state is the same as the second running state, so that the train control and management system controls the train to run according to the first control information;
the first safety protection rule comprises: when the train is converted from a traction operation state to a braking operation state, the traction operation state is converted into an idling operation state, whether the train needs to be converted into the braking operation state is judged according to the idling operation state, and if the train needs to be converted into the braking operation state, the train is converted from the idling operation state into the braking operation state; or,
when the train needs to be converted from the braking operation state to the traction operation state, the braking operation state is converted into the idling operation state, whether the train needs to be converted into the traction operation state is judged according to the idling operation state, and if the train needs to be converted into the traction operation state, the idling operation state is converted into the traction operation state.
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| CN107776588B (en) * | 2017-10-30 | 2019-10-25 | 中车唐山机车车辆有限公司 | Tractive force of train determines method and train control system |
| CN108791367B (en) * | 2018-06-01 | 2020-09-15 | 广州地铁设计研究院有限公司 | Energy-saving operation method for train |
| CN110654420A (en) * | 2018-06-29 | 2020-01-07 | 株洲中车时代电气股份有限公司 | Constant-speed control method and system for train |
| CN109693688B (en) * | 2018-12-24 | 2020-08-25 | 北京交通大学 | Train automatic driving control system and control method with preset performance |
| CN110196065A (en) * | 2019-06-04 | 2019-09-03 | 北京磁浮交通发展有限公司 | A kind of speed measuring and calculating of magnetic suspension train and Method for Calculate Mileage and system |
| CN110654404B (en) * | 2019-11-01 | 2020-09-29 | 河北京车轨道交通车辆装备有限公司 | Rail train starting method and system |
| CN112550255B (en) * | 2020-12-17 | 2021-12-10 | 上海富欣智能交通控制有限公司 | Double proportional integral controller parking control method and device, electronic equipment and storage medium |
| CN112706802B (en) * | 2021-01-14 | 2022-11-22 | 中车青岛四方机车车辆股份有限公司 | A method and device for safety protection of a maglev train |
| CN114919549A (en) * | 2022-04-21 | 2022-08-19 | 宁波市轨道交通集团有限公司运营分公司 | Train braking planning method based on predicted speed |
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