CN113954923A - Marshalling train parking control method and control system - Google Patents

Marshalling train parking control method and control system Download PDF

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Publication number
CN113954923A
CN113954923A CN202111290005.9A CN202111290005A CN113954923A CN 113954923 A CN113954923 A CN 113954923A CN 202111290005 A CN202111290005 A CN 202111290005A CN 113954923 A CN113954923 A CN 113954923A
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train
parking
parking section
control state
determining
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CN113954923B (en
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于璐
张蕾
王伟
郜春海
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Beijing Infrastructure Investment Co ltd
Traffic Control Technology TCT Co Ltd
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Traffic Control Technology TCT Co Ltd
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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 application provides a marshalling train parking control method and a marshalling train parking control system, wherein the method comprises the following steps: acquiring attribute information of a front train and a rear train; determining a parking section of the next train according to the attribute information; determining a target speed corresponding to a parking section; and sending the parking section and the corresponding target speed to the underlying controller so that the underlying controller controls the parking of the next train based on the parking section and the corresponding target speed. The method determines the parking section of the next train, namely the corresponding target speed according to the attribute information of the front train and the rear train, and then controls the parking of the next train according to the parking section and the corresponding target speed, so that the front train can be chased by fully utilizing the high speed on the premise of not overspeed, the time interval of the two trains parking is effectively reduced, and the parking accuracy of the rear train is ensured.

Description

Marshalling train parking control method and control system
Technical Field
The application relates to the field of automatic train driving, in particular to a marshalling train parking control method and a marshalling train parking control system.
Background
With the vigorous development of urban rail transit industry in China, the train operation efficiency becomes a more and more concern. In order to solve the problem that the train operation efficiency is low at the present stage, virtual marshalling becomes a widely accepted option.
The virtual marshalling enables the rear train to acquire the running state of the front train to control the running of the rear train through direct wireless communication between the trains, so that the multi-train coordinated running mode with the same speed and extremely small intervals is realized through wireless communication. Virtual marshalling can also reduce transfer and improve passenger trip experience through nimble marshalling when improving operating efficiency greatly.
However, there are certain difficulties with the current virtual marshalling mode of operation, one of which is parking by stops. Operating in virtual consist mode, a principle and two objectives need to be achieved between train consists: on the principle that a driving safety protection curve is not touched, the stop time interval (selected for 3-5s) between two adjacent marshalling groups is reduced, and a virtual marshalling vehicle can accurately stop at a stop (the error between the selected stop point and a target stop point is +/-50 cm) to serve as a target. Can guarantee like this that the vehicle improves the operating efficiency under the safe condition, can make the passenger again can get on or off the bus at appointed parking spot, improves passenger's experience.
At present, in the field of virtual marshalling control, a one-time braking parking scheme is mostly adopted for parking control. The scheme plans to calculate the relation from the starting parking point to the target parking point in real time, gives the recommended speed and acceleration and carries out parking operation. Although this scheme can guarantee certain parking precision, nevertheless have certain problem: if the overtaking distance of the front vehicle and the rear vehicle is too large in the cruising stage before parking, the parking time interval between the rear vehicle and the front vehicle is too large due to one-time braking; if the pursuit distance between the rear vehicle and the front vehicle in the cruising stage before parking is too small, and the protection speed is lower after the vehicle enters the parking stage, the overspeed phenomenon is easily caused when the controller is adopted to control the vehicle due to the fact that the planned speed of one-time braking is too large.
Disclosure of Invention
In order to solve one of the technical defects, the application provides a marshalling train stop control method and a marshalling train stop control system.
In a first aspect of the present application, there is provided a consist train stop control method, the method comprising:
acquiring attribute information of a front train and a rear train;
determining a parking section of the next train according to the attribute information;
determining a target speed corresponding to a parking section;
and sending the parking section and the corresponding target speed to an underlying controller so that the underlying controller controls the parking of the next train based on the parking section and the corresponding target speed.
Optionally, the attribute information of the previous train is an acceleration; the attribute information of the following train is the speed and the distance between the train and a parking point;
the determining a parking section of the following train according to the attribute information includes:
if the acceleration is smaller than a preset deceleration threshold value, determining that the parking section of the next train is a deceleration parking section;
if the acceleration is not less than the preset deceleration threshold value but the speed is not less than the maximum braking speed, determining that the parking section of the next train is an accurate parking section; wherein the maximum braking speed is determined according to the distance from the parking point and the preset parking stage maximum braking rate.
Optionally, the determining a target speed corresponding to the parking section includes:
if the parking section is a deceleration parking section, determining the corresponding target speed according to the maximum speed of the train and a preset protection speed threshold;
and if the parking section is the accurate parking section, determining the corresponding target speed according to the speed, the distance between the parking point and the corresponding target speed and the period of sending data to the underlying controller.
Optionally, the protection speed threshold is 5 km/h.
In a second aspect of the present application, there is provided a consist train stop control method, the method including:
the method comprises the steps that a parking section and a corresponding target speed are obtained, and the parking section and the corresponding target speed are obtained by an upper layer controller through obtaining attribute information of a front train and a rear train, determining the parking section of the rear train according to the attribute information and determining the target speed corresponding to the parking section;
determining a level symbol according to the parking section and the corresponding target speed;
and sending the grade symbol to a limit impact rate/energy-saving module so that the limit impact rate/energy-saving module can control the parking of the next train according to the grade symbol.
Optionally, the parking section is a deceleration parking section, or a precise parking section;
the determining a level symbol according to a parking section and a corresponding target speed includes:
if the parking section is a deceleration parking section, controlling a fuzzy PID controller to determine a level symbol according to the parking section and the corresponding target speed;
and if the parking section is the accurate parking section, controlling the linear quadratic regulator controller to determine a level symbol according to the parking section and the corresponding target speed.
In a third aspect of the present application, there is provided a consist train stop control method, the method including:
acquiring a level symbol, wherein the level symbol is determined by a bottom controller according to a parking section and a corresponding target speed, and the parking section and the corresponding target speed are obtained by an upper controller through acquiring attribute information of a front train and a rear train and determining a parking section of the rear train according to the attribute information and determining a target speed corresponding to the parking section;
determining a vehicle control state at the previous moment, wherein the vehicle control state is traction, coasting or braking;
determining a vehicle control state of a target according to the level symbol;
determining the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state;
and performing parking control on the train according to the control state at the moment.
Optionally, the determining the vehicle control state at the current moment according to the vehicle control state at the previous moment and the target vehicle control state includes:
if the vehicle control state at the previous moment is traction, determining that the vehicle control state at the current moment is traction when the target vehicle control state is traction; when the target vehicle control state is coasting or braking, determining that the vehicle control state at the moment is coasting;
if the vehicle control state at the previous moment is the coasting state, determining that the vehicle control state at the current moment is the coasting state when the target vehicle control state is the coasting state; when the target vehicle control state is traction, determining the traction of the vehicle control state at the moment; when the target vehicle control state is braking, determining the braking of the vehicle control state at the moment;
if the vehicle control state at the previous moment is braking, determining that the vehicle control state at the current moment is braking when the target vehicle control state is braking; and when the target vehicle control state is the coasting or traction state, determining that the vehicle control state at the moment is the coasting.
Optionally, the performing parking control on the train according to the control state at this time includes:
acquiring the actual output control level value at the last moment;
determining an output control level value at the moment according to a preset impact rate threshold and an actual output control level value at the last moment;
after the output control level value at the moment and the level symbol corresponding to the train control state at the moment are processed by the energy-saving module, the output control level value at the moment and the level symbol corresponding to the train control state at the moment are issued to the train by the energy-saving module, and then the train is controlled to stop.
In a fourth aspect of the present application, there is provided a consist train stop control system comprising: the system comprises an upper layer controller, a bottom layer controller and an impact limiting/energy saving module;
the upper layer controller is used for executing the method of the first aspect;
the underlying controller is configured to perform the method of the second aspect;
a limiting shock rate/energy saving module for performing the method of the third aspect.
In a first aspect, the method for controlling stop of a marshalling train determines a stop section of a subsequent train, i.e. a corresponding target speed, according to attribute information of a preceding train and a subsequent train, and further performs stop control on the subsequent train according to the stop section and the corresponding target speed, so that a preceding train can be chased by fully utilizing high speed on the premise of not speeding, a time interval between stop of two trains is effectively reduced, and accurate stop of the subsequent train is ensured.
In addition, in one implementation, the parking section is divided into a deceleration parking section and a precise parking section, and the parking section of the next train is determined according to the acceleration of the previous train, the acceleration of the next train and the distance between the next train and the parking point, so that the specific section is dynamically determined according to the current conditions of the previous train and the next train, and the parking section is accurately determined.
In addition, in one implementation, corresponding target speeds are determined for different parking sections, and flexible control over different parking sections of the train is achieved.
In addition, in one implementation, the accuracy of the target speed corresponding to the reduced-speed parking section is improved by protecting the accurate setting of the speed threshold.
In a second aspect, the marshalling train parking control method provided by the application determines the level symbol according to the parking section and the corresponding target speed, and then performs parking control on the next train according to the level symbol, so that the front train can be chased by fully utilizing the high speed on the premise of not speeding, the time interval of two trains parking stations is effectively reduced, and the parking accuracy of the next train is ensured.
In addition, in one implementation, different controllers are adopted for different sections to determine the level symbols according to the parking sections and the corresponding target speeds, so that different sections are executed by adopting different controllers, and the execution effect of each section is ensured.
In a third aspect, the marshalling train parking control method determines the train control state at the moment according to the parking section and the level symbol determined by the corresponding target speed, and then performs parking control on the train according to the control state at the moment, so that the front train can be traced by fully utilizing the high speed on the premise of not speeding, the time interval between two trains parking stations is effectively reduced, and the accurate parking of the rear train is ensured.
In addition, in one implementation, the vehicle control state at the moment is flexibly determined according to the vehicle control state at the last moment, so that the accurate determination of the vehicle control state is ensured, and the accurate control of a rear vehicle is ensured.
In addition, in one implementation, after the output control level value at the current moment and the level symbol corresponding to the train control state at the current moment are processed by the energy-saving module, the output control level value at the current moment and the level symbol corresponding to the train control state at the current moment are sent to the train by the energy-saving module, and then the train is controlled to stop, so that the accurate control of a following train is ensured, and the energy consumption of the control is reduced.
In a fourth aspect, the marshalling train parking control system provided by the application realizes parking control on a rear train according to a parking section and a corresponding target speed through the upper controller, the lower controller, the impact limiting/energy saving module and the train, can fully utilize a high speed to chase after a front train on the premise of not speeding, effectively reduces a time interval between two trains parking stations, and ensures accurate parking of the rear train.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic flow chart of a method for controlling stop of a train set according to an embodiment of the present disclosure;
fig. 2 is a schematic flow chart of another method for controlling train stopping of a consist according to an embodiment of the present application;
fig. 3 is a schematic flow chart of another method for controlling train stopping of a consist according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a consist train stop control system according to an embodiment of the present disclosure;
fig. 5 is a schematic flow chart of another method for controlling train stopping of a consist according to an embodiment of the present application;
FIG. 6 is a schematic illustration of the cruise and deceleration stop division provided in the embodiment of the present application;
FIG. 7 is a speed division basis for a deceleration parking section and a precise parking section according to an embodiment of the present disclosure;
fig. 8 is a schematic diagram of state switching according to an embodiment of the present application.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
In the process of implementing the application, the inventor finds that in the field of virtual grouping control, a one-time braking parking scheme is adopted for parking control at present. The scheme plans to calculate the relation from the starting parking point to the target parking point in real time, gives the recommended speed and acceleration and carries out parking operation. Although this scheme can guarantee certain parking precision, nevertheless have certain problem: if the overtaking distance of the front vehicle and the rear vehicle is too large in the cruising stage before parking, the parking time interval between the rear vehicle and the front vehicle is too large due to one-time braking; if the pursuit distance between the rear vehicle and the front vehicle in the cruising stage before parking is too small, and the protection speed is lower after the vehicle enters the parking stage, the overspeed phenomenon is easily caused when the controller is adopted to control the vehicle due to the fact that the planned speed of one-time braking is too large.
In view of the above problem, an embodiment of the present application provides a method and a system for controlling train stop of a consist train, where the method includes: acquiring attribute information of a front train and a rear train; determining a parking section of the next train according to the attribute information; determining a target speed corresponding to a parking section; and sending the parking section and the corresponding target speed to the underlying controller so that the underlying controller controls the parking of the next train based on the parking section and the corresponding target speed. The method determines the parking section of the next train, namely the corresponding target speed according to the attribute information of the front train and the rear train, and then controls the parking of the next train according to the parking section and the corresponding target speed, so that the front train can be chased by fully utilizing the high speed on the premise of not overspeed, the time interval of the two trains parking is effectively reduced, and the parking accuracy of the rear train is ensured.
Referring to fig. 1, the present embodiment provides a consist train stop control method applied to an upper level controller, wherein the upper level controller is a component in a train, and the component is used for obtaining a stopping section and a target speed of the train, so as to ensure that the train in which the upper level controller is located runs at a desired speed through the stopping section and the target speed, and keeps a desired distance from a preceding train.
The method comprises the following implementation processes:
101, acquiring the attribute information of the front train and the rear train.
Wherein the attribute information of the previous train is acceleration a: (0) (ii) a The attribute information of the following train is velocity v (v:)1) And a distance dtg from the parking point(1)。
And 102, determining the parking section of the next train according to the attribute information.
The parking section is a deceleration parking section or an accurate parking section.
The main aim of the deceleration parking section is to reduce the distance difference between two vehicles caused by the front as far as possible on the premise of ensuring that the protection speed is not exceeded.
The main goal of the accurate parking section is to enable the rear vehicle to stably and accurately park at a required position.
The parking section is divided into a deceleration parking section and a precise parking section, so that the speed is fully utilized to chase in the deceleration parking section, and the time interval between two parking stations is reduced; in the accurate district section of berthing, adopt accurate parking control, make the vehicle can accurately berth at the platform. So that the train can be stably, comfortably and accurately parked.
In particular, the method comprises the following steps of,
if the acceleration is less than the predetermined deceleration threshold (i.e. a)(0)<ap) And determining that the parking section of the next train is the deceleration parking section.
Wherein, apIs a preset deceleration threshold;
if the acceleration is not less than the preset deceleration threshold (i.e. a)(0)≥ap) But at a speed not less than the maximum braking speed (i.e. v)(1)≥vmax) And determining that the parking section of the next train is the accurate parking section.
Wherein, amaxThe maximum braking rate for the preset parking period is determined according to the distance between the parking point and the preset maximum braking rate for the parking period.
For example,
Figure BDA0003334361790000081
the parking section of the next train is determined according to the acceleration of the previous train, the acceleration of the next train and the distance between the next train and the parking point, so that the parking section is dynamically determined according to the current conditions of the previous train and the next train, and the parking section is accurately determined.
103, determining a target speed corresponding to the parking section.
In particular, the method comprises the following steps of,
and if the parking section is a deceleration parking section, determining the corresponding target speed according to the maximum speed of the train and a preset protection speed threshold.
For example,
Figure BDA0003334361790000082
wherein v isebtMaximum speed, v, of the train0Is a preset protection speed threshold value.
Alternatively, v0And 5km/h, the accuracy of the target speed corresponding to the deceleration parking section is improved by protecting the accurate setting of the speed threshold value.
And if the parking section is the accurate parking section, determining the corresponding target speed according to the speed, the distance between the parking point and the corresponding target speed and the period of sending data to the underlying controller.
For example,
Figure BDA0003334361790000083
wherein the content of the first and second substances,
Figure BDA0003334361790000084
Tsis the period of sending data to the underlying controller.
By determining corresponding target speeds for different parking sections, flexible control over different parking sections of the train is achieved.
And 104, sending the parking section and the corresponding target speed to the underlying controller so that the underlying controller controls the parking of the next train based on the parking section and the corresponding target speed.
The method for controlling the stop of the marshalling train provided by the embodiment can control the subsequent train to determine the protection speed in real time according to the train when the marshalling train stops, and performs active protection treatment to avoid overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and in the braking of the deceleration parking section, the speed is fully utilized to carry out chasing, so that the time interval between two trains parking stations is reduced; in the accurate parking section parking, accurate parking control is adopted, so that the following train can accurately park at the platform.
In the method for controlling the stop of the marshalling train provided by the embodiment, the upper controller determines the stop section of the next train, namely the corresponding target speed, according to the attribute information of the front train and the rear train, and then performs stop control on the next train according to the stop section and the corresponding target speed, so that the front train can be chased by fully utilizing the high speed on the premise of not speeding, the time interval of stop of the two trains is effectively reduced, and the stop accuracy of the rear train is ensured.
Referring to fig. 2, the present embodiment provides a train consist stopping control method, which is applied to an underlying controller, wherein the underlying controller is also a component in a train, and the component is used for converting a stopping section and a target speed determined by an overlying controller into a level symbol, so as to perform actual control on the train through the level symbol, so that the train in which the train is located runs at a desired speed and keeps a desired distance from a preceding train.
Since the upper layer controller outputs a decision, namely a parking section and a target speed, the decision cannot actually control the train, and the decision needs to be converted into a control command (namely a level symbol) of the train to control the train. The underlying controller is a component that converts the decision into a level symbol.
The method comprises the following implementation processes:
a parking section and corresponding target speed are obtained 201.
The parking section is obtained by acquiring attribute information of two front and rear trains, determining the parking section of the rear train according to the attribute information and determining the target speed corresponding to the parking section, wherein the parking section is a deceleration parking section or an accurate parking section.
202, a level symbol is determined based on the parking section and the corresponding target speed.
Specifically, if the parking section is a deceleration parking section, the fuzzy PID controller is controlled to determine a level symbol according to the parking section and the corresponding target speed.
And if the parking section is a deceleration parking section, controlling an LQR (Linear Quadratic Regulator) controller to determine a level symbol according to the parking section and the corresponding target speed.
Different controllers are adopted for different sections to determine the level symbols according to the parking sections and the corresponding target speeds, so that different sections are executed by adopting different controllers, and the execution effect of each section is ensured.
And 203, sending the level symbol to the impact limiting rate/energy saving module so that the impact limiting rate/energy saving module can control the parking of the next train according to the level symbol.
The method for controlling the stop of the marshalling train provided by the embodiment can control the subsequent train to determine the protection speed in real time according to the train when the marshalling train stops, and performs active protection treatment to avoid overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and in the braking of the deceleration parking section, the speed is fully utilized to carry out chasing, so that the time interval between two trains parking stations is reduced; in the accurate parking section parking, accurate parking control is adopted, so that the following train can accurately park at the platform.
According to the method for controlling the stop of the marshalling train, the bottom layer controller determines the level symbol according to the stop section and the corresponding target speed, and then performs stop control on the rear train according to the level symbol, so that the front train can be chased by fully utilizing the high speed on the premise of not speeding, the time interval of stop of the two trains is effectively reduced, and the stop of the rear train is guaranteed.
Referring to fig. 3, the present embodiment provides a train consist stopping control method, which is applied to an impact limiting/energy saving module, and the implementation process of the method is as follows:
301, the level bit symbols are obtained.
The level symbol is determined by the bottom controller according to the parking section and the corresponding target speed, the parking section and the corresponding target speed are obtained by the upper controller through obtaining the attribute information of the front train and the rear train, determining the parking section of the rear train according to the attribute information and determining the target speed corresponding to the parking section, wherein the parking section is a deceleration parking section or an accurate parking section.
302, determining the vehicle control state at the last moment.
Wherein, the vehicle control state is traction, coasting or braking.
303, determining the vehicle control state of the target according to the level symbol.
And 304, determining the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state.
In particular, the method comprises the following steps of,
and if the vehicle control state at the previous moment is traction, determining that the vehicle control state at the current moment is traction when the target vehicle control state is traction. And when the target vehicle control state is coasting or braking, determining that the vehicle control state at the moment is coasting.
And if the vehicle control state at the previous moment is the coasting state, determining that the vehicle control state at the current moment is the coasting state when the target vehicle control state is the coasting state. And when the target vehicle control state is traction, determining the traction of the vehicle control state at the moment. And when the target vehicle control state is braking, determining the braking of the vehicle control state at the moment.
And if the vehicle control state at the previous moment is braking, determining that the vehicle control state at the current moment is braking when the target vehicle control state is braking. And when the target vehicle control state is the coasting or traction state, determining that the vehicle control state at the moment is the coasting.
The vehicle control state at the moment is flexibly determined according to the vehicle control state at the last moment, so that the accurate determination of the vehicle control state is ensured, and the accurate control of the rear vehicle is ensured.
The train stop control is performed 305 according to the control state at this time.
Specifically, the actual output control level bit value at the last moment is obtained. And determining the output control level value at the moment according to the preset impact rate threshold and the actual output control level value at the last moment. After the output control level value at the moment and the level symbol corresponding to the train control state at the moment are processed by the energy-saving module, the output control level value at the moment and the level symbol corresponding to the train control state at the moment are issued to the train by the energy-saving module, and then the train is controlled to stop. Not only ensures the accurate control of the rear vehicle, but also reduces the energy consumption of the control.
The method for controlling the stop of the marshalling train provided by the embodiment can control the subsequent train to determine the protection speed in real time according to the train when the marshalling train stops, and performs active protection treatment to avoid overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and in the braking of the deceleration parking section, the speed is fully utilized to carry out chasing, so that the time interval between two trains parking stations is reduced; in the accurate parking section parking, accurate parking control is adopted, so that the following train can accurately park at the platform.
According to the method for controlling the stop of the marshalling train, the impact limiting rate/energy saving module determines the train control state at the moment according to the stop section and the grade symbol determined by the corresponding target speed, and then performs the stop control on the train according to the control state at the moment, so that the front train can be chased by fully utilizing the high speed on the premise of not speeding, the time interval between the stop of two trains is effectively reduced, and the accurate stop of the rear train is ensured.
When the method for controlling the stop of the train set provided by the application is implemented, the method can be implemented by the system for controlling the stop of the train set shown in fig. 4. The train stop control system includes: the system comprises an upper layer controller, a bottom layer controller and an impact limiting/energy saving module.
The upper layer controller determines a parking section and a target speed according to the attribute information of the front train and the rear train, but the parking section and the target speed are only a decision which is not a control command, and the train cannot execute the decision to control the train after obtaining the parking section and the target speed, so the lower layer controller converts the parking section and the target speed into a level symbol, and the level symbol is changed into a control level value after being executed by the impact limiting rate/energy saving module, and the control level value can control the train.
Wherein the upper level controller executes the consist train stop control method shown in fig. 1. The lower level controller performs the consist train stop control method shown in fig. 2. The shock rate limit/energy savings module implements the consist train stop control method shown in fig. 3.
The marshalling train parking control system shown in fig. 4 can perform staged parking control, so that when a rear train enters a parking and train control stage, the rear train can fully utilize high speed to chase a front train on the premise of not speeding, the time interval of two-train parking is effectively reduced, and the rear train is guaranteed to be parked accurately.
The process of the consist stop control by the consist stop control system shown in fig. 4 will be described in detail below with reference to fig. 5.
501, the train sends attribute information to the upper controller.
In the train stop control system shown in fig. 4, there are a plurality of trains, and each train transmits its own attribute information to the upper layer controller in real time or periodically.
Wherein the attribute information comprises train ID, current speed, and currentAcceleration a (0) And a distance dtg from the parking point(1)And the like.
For example, each train transmits attribute information to an upper controller via on-board hardware.
502, the upper controller obtains the attribute information of the front train and the rear train.
The upper layer controller can determine the attribute information uploaded by the current train entering the station and the attribute information of the train to be entered, namely the front and rear trains, according to the train formation condition and the train ID.
And the subsequent train (i.e. the train which will enter the station) is subjected to parking control according to the attribute information of the previous train (the current train which enters the station).
In addition, in order to improve the speed and accuracy of the upper-layer controller in processing the attribute information, the upper-layer controller can also perform preprocessing on the attribute information after acquiring the attribute information of the front train and the rear train. For example, the attribute information is filtered to obtain smoothed attribute information (such as smoothed velocity, smoothed acceleration, smoothed distance, etc.), and the distortion point is further subjected to amplitude filtering.
The upper layer controller determines a parking section of the subsequent train based on the attribute information 503.
If the upper controller preprocesses the attribute information in step 503, this step determines the parking section of the next train according to the preprocessed attribute information.
The parking section is a deceleration parking section or an accurate parking section.
If the acceleration is less than the predetermined deceleration threshold (i.e. a)(0)<ap) And determining that the parking section of the next train is the deceleration parking section.
Wherein, apIs a preset deceleration threshold value. a is(0)The acceleration of the previous train.
If the acceleration is not less than the preset deceleration threshold (i.e. a)(0)≥ap) But at a speed not less than the maximum braking speed (i.e. v)(1)≥vmax) And determining that the parking section of the next train is the accurate parking section.
Wherein the maximum braking speed is determined according to the distance from the parking point and the preset parking stage maximum braking rate.
For example,
Figure BDA0003334361790000131
amaxis the preset maximum braking rate in the parking period. v. of(1)The speed of the latter train. dtg(1)The distance between the following train and the parking spot.
The division of the cruise and parking deceleration parking sections is shown in fig. 6.
For the deceleration parking section, the acceleration a of the front vehicle is used(0)And (4) obtaining the product.
1. The first stage is to determine the acceleration of the front vehicle, not the acceleration of the rear vehicle. Because when the vehicle is decelerated and parked, the speed of the rear vehicle is reduced quickly, the protection speed is reduced quickly, and if the front vehicle does not enter the deceleration stage in advance, the overspeed is easily caused.
2、a(0)<apAnd then determining the train as a deceleration parking section, namely judging that the next train in the marshalling enters the parking deceleration parking section. This is because a cannot be identified because the acceleration filter has a certain fluctuation(0)<0 enters the deceleration stop stage.
For the precise parking section, the maximum braking rate a is required according to the parking stagemaxDistance dtg from current stopping point(1)And (4) obtaining the product.
At the current distance, the maximum braking rate is used for carrying out limit calculation, and the vehicle speed at the moment is as follows:
Figure BDA0003334361790000141
if v is at this time(1)≥vmaxAnd then jumping into the accurate parking section at the moment, and performing accurate parking control.
The principle is shown in FIG. 7, when the vehicle speed v is the desired target brake switching speed(1)＝vmaxAccording to a one-time parking brake schedule, the train can be braked at the maximum braking rateAnd precisely stopping at the target stopping point. If v is(1)>vmaxIf a planned stop is made, the vehicle is stopped with a brake exceeding the maximum braking rate, otherwise the stop point is exceeded. If v is(1)<vmaxWhen the vehicle is braked at a rate lower than the maximum braking rate, longer braking time is required, and the parking time interval is not shortened.
And 504, determining a target speed corresponding to the parking section by the upper layer controller.
The target speed for each parking segment is different, and the step determines the target speed for the parking segment determined in step 503.
If the parking section is a deceleration parking section, the corresponding target speed is determined according to the maximum speed of the train and a preset protection speed threshold, for example:
Figure BDA0003334361790000142
wherein v isebtMaximum speed, v, of the train0Is a preset protection speed threshold value.
v0Is an empirical value and can be modified according to different line requirements, e.g. v0＝5km/h。
And if the parking section is the accurate parking section, determining the corresponding target speed according to the speed, the distance between the parking point and the corresponding target speed and the period of sending data to the underlying controller.
For example,
Figure BDA0003334361790000151
wherein the content of the first and second substances,
Figure BDA0003334361790000152
Tsis the period of sending data to the underlying controller.
E.g. TsThe data can be sent to the lower layer controller for the parking section and the corresponding target speed, or other data, and the embodiment does not send specific data for the sent dataAnd (4) limiting.
For the deceleration parking section, the main aim is to reduce the distance difference between two vehicles caused by the front as far as possible on the premise of ensuring that the protection speed is not exceeded. Therefore, the speed planning idea in this stage is to follow the preceding vehicle at as high a speed as possible without speeding up. So, the stage target speeds are:
Figure BDA0003334361790000153
for the precision parking section, the main objective is to enable the rear vehicle to park smoothly and accurately at the required position. The target speed at this time is:
Figure BDA0003334361790000154
the upper level controller sends 505 the parking section and the corresponding target speed to the lower level controller.
The upper layer controller transmits different control parameters (such as parking sections and corresponding target speeds) to the lower layer controller according to different parking sections. During transmission, the upper layer controller can transmit different zone positions to the lower layer controller according to the parking sections, so that the lower layer controller can select different vehicle control methods according to different parking sections, namely a fuzzy PID controller is adopted in a deceleration parking section, and an LQR controller is adopted in a second parking section.
In addition to this, other information, such as weight matrices, constraint parameters, is passed.
The underlying controller obtains 506 a parking segment and a corresponding target speed.
Wherein the parking section and the corresponding target speed are determined by the upper level controller in steps 503 and 504. The parking section is a deceleration parking section or a precise parking section.
In particular implementations, the underlying controller may include a fuzzy PID controller and a control LQR controller.
The upper level controller transmits different control parameters to the lower level controller according to different parking sections in step 505. And different sections are executed by different controllers, so that the upper controller can directly transmit the parking sections and the corresponding target speeds to the corresponding specific controllers in the lower controller in step 505, for example, if the parking sections are deceleration parking sections, the upper controller directly transmits the parking sections and the corresponding target speeds to the fuzzy PID controller in step 505, and if the parking sections are accurate parking sections, the upper controller directly transmits the parking sections and the corresponding target speeds to the LQR controller in step 505.
In this step, the specific controller directly receives the speed-reducing parking section and the corresponding target speed, for example, the fuzzy PID controller receives the speed-reducing parking section and the corresponding target speed, and the LQR controller receives the precise parking section and the corresponding target speed.
When the fuzzy PID controller is used for controlling the vehicle in the first stage, PID parameters subjected to fuzzy processing are transmitted to the lower PID controller; and when controlling the vehicle by using the LQR controller in the second stage, transmitting the vehicle to the lower-layer LQR controller, the weight matrix and the constraint condition parameters.
507, the underlying controller determines a level symbol based on the parking segment and the corresponding target speed.
Different determinations use different controllers to determine the level bit symbols.
If the underlying controller may include a fuzzy PID controller and a control LQR controller. The step will be performed by a different controller determining the level sign from the parking section and the corresponding target speed.
For example,
and if the parking section is a deceleration parking section, controlling the fuzzy PID controller to determine a grade symbol according to the parking section and the corresponding target speed.
And if the parking section is a deceleration parking section, controlling the LQR controller to determine a level symbol according to the parking section and the corresponding target speed.
In addition, the fuzzy PID controller or the control LQR controller calculates a target control acceleration, etc.
And 508, the bottom layer controller sends the level bit symbols to the impact limiting/energy saving module.
If other parameters (e.g., target control acceleration) are also calculated in step 507, then this step also sends the other parameters to the limit shock rate/energy saving module.
In addition, the impact limiting rate/energy saving module can be implemented by 2 modules, one is the impact limiting rate module, the other is the energy saving module, and the step can be sent to the impact limiting rate module, namely, the level symbol is sent to the impact limiting rate module by the bottom layer controller.
509, the limiting impact/power saving module obtains the level symbol.
Wherein the level symbol is determined by the underlying controller in step 507, and the parking section is a deceleration parking section or a precision parking section.
In addition, the specific implementation of the impact rate limiting/energy saving module can be realized by 2 modules, one is the impact rate limiting module, the other is the energy saving module, and the step can be realized by the impact rate limiting module, namely the impact rate limiting module acquires the level symbol.
510, the limit impact rate/energy saving module determines the state of the vehicle control at the previous time.
Wherein, the vehicle control state is traction, coasting or braking.
If the impact limiting rate/energy saving module is composed of the impact limiting rate module and the energy saving module, the step can be realized by the impact limiting rate module, namely the impact limiting rate module determines the vehicle control state at the last moment.
And 511, determining the control state of the target according to the level symbol by the impact limiting/energy saving module.
If the impact limiting rate/energy saving module is composed of an impact limiting rate module and an energy saving module, the step can be realized by the impact limiting rate module, namely the impact limiting rate module determines the target vehicle control state according to the level symbol.
And 512, determining the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state by the impact limiting/energy saving module.
And if the vehicle control state at the previous moment is traction, determining that the vehicle control state at the current moment is traction when the target vehicle control state is traction. And when the target vehicle control state is coasting or braking, determining that the vehicle control state at the moment is coasting.
And if the vehicle control state at the previous moment is the coasting state, determining that the vehicle control state at the current moment is the coasting state when the target vehicle control state is the coasting state. And when the target vehicle control state is traction, determining the traction of the vehicle control state at the moment. And when the target vehicle control state is braking, determining the braking of the vehicle control state at the moment.
And if the vehicle control state at the previous moment is braking, determining that the vehicle control state at the current moment is braking when the target vehicle control state is braking. And when the target vehicle control state is the coasting or traction state, determining that the vehicle control state at the moment is the coasting.
If the impact limiting rate/energy saving module is composed of an impact limiting rate module and an energy saving module, the step can be realized by the impact limiting rate module, namely the impact limiting rate module determines the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state.
After the impact limit rate module obtains the level symbol in step 509, the vehicle control state (traction/coasting/braking) at the previous moment is determined in step 501, and then step 511 is executed to perform vehicle control state judgment according to the target acceleration calculated at this moment, so as to obtain the target vehicle control state. The traction state is switched to the brake state, the coasting state needs to be switched first, the braking state is switched to the traction state, the coasting state needs to be switched first, and the coasting state can be switched freely. Therefore, in step 512, the impact limit rate module determines the vehicle control state at this time. The state switching diagram is shown in fig. 8. After the vehicle control state at the moment is determined, the actual control level symbol can be output to control the traction/coasting/braking.
And 513, the impact limiting rate/energy saving module performs parking control on the train according to the control state at the moment.
And the impact limiting rate/energy saving module acquires the actual output control level value at the last moment.
And the impact rate limiting/energy saving module determines the output control level value at the moment according to a preset impact rate threshold and the actual output control level value at the last moment.
And the impact limiting/energy saving module processes the output control level value at the moment and the level symbol corresponding to the train control state at the moment through the energy saving module, and the energy saving module issues the output control level value at the moment and the level symbol corresponding to the train control state at the moment to the train so as to control the stop of the train.
If the impact limiting rate/energy saving module consists of the impact limiting rate module and the energy saving module, the step is realized as follows: and the impact limiting rate module acquires the actual output control level value at the last moment. And the impact rate limiting module determines the output control level value at the moment according to a preset impact rate threshold and the actual output control level value at the last moment. The energy-saving module processes the output control level value at the moment and the level symbol corresponding to the train control state at the moment, and the energy-saving module sends the output control level value at the moment and the level symbol corresponding to the train control state at the moment to the train so as to control the stop of the train.
If the impact rate limiting module determines the output control level value at the moment according to the preset impact rate threshold and the actual output control level value at the last moment, the output control level value at the moment is subjected to amplitude limiting processing, and the impact rate is ensured to meet the requirement. And finally, the energy-saving module finally issues a level value and a level symbol required by actual vehicle control to perform parking processing.
The marshalling train parking control system provided by the embodiment can control the rear train to determine the protection speed in real time according to the train when the marshalling train parks, and performs active protection treatment for avoiding overspeed. In addition, the parking section can be divided according to the distance from the next train to the target parking point, and in the braking of the deceleration parking section, the speed is fully utilized to carry out chasing, so that the time interval between two trains parking stations is reduced; in the accurate parking section parking, accurate parking control is adopted, so that the following train can accurately park at the platform.
According to the marshalling train parking control system provided by the embodiment, the upper layer controller, the bottom layer controller, the impact limiting rate/energy saving module and the train realize the parking control of the rear train according to the parking section and the corresponding target speed, the front train can be chased by fully utilizing the high speed on the premise of not speeding, the time interval of two-train parking is effectively reduced, and the rear train is guaranteed to be parked accurately.
To solve this problem, a staged parking control scheme is proposed. When the rear vehicle enters the parking and vehicle control stage, the rear vehicle can fully utilize the high speed to chase the front vehicle on the premise of not speeding, thereby effectively reducing the time interval of two-vehicle stop and ensuring the accurate stop of the rear vehicle.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (10)

1. A consist train stop control method, the method comprising:
acquiring attribute information of a front train and a rear train;
determining a parking section of the next train according to the attribute information;
determining a target speed corresponding to a parking section;
and sending the parking section and the corresponding target speed to an underlying controller so that the underlying controller controls the parking of the next train based on the parking section and the corresponding target speed.
2. The method according to claim 1, wherein the attribute information of the previous train is an acceleration; the attribute information of the following train is the speed and the distance between the train and a parking point;
the determining a parking section of the following train according to the attribute information includes:
if the acceleration is smaller than a preset deceleration threshold value, determining that the parking section of the next train is a deceleration parking section;
if the acceleration is not less than the preset deceleration threshold value but the speed is not less than the maximum braking speed, determining that the parking section of the next train is an accurate parking section; wherein the maximum braking speed is determined according to the distance from the parking point and the preset parking stage maximum braking rate.
3. The method of claim 2, wherein determining the target speed for the parking segment comprises:
if the parking section is a deceleration parking section, determining the corresponding target speed according to the maximum speed of the train and a preset protection speed threshold;
and if the parking section is the accurate parking section, determining the corresponding target speed according to the speed, the distance between the parking point and the corresponding target speed and the period of sending data to the underlying controller.
4. The method of claim 3, wherein the guard speed threshold is 5 km/h.
5. A consist train stop control method, the method comprising:
the method comprises the steps that a parking section and a corresponding target speed are obtained, and the parking section and the corresponding target speed are obtained by an upper layer controller through obtaining attribute information of a front train and a rear train, determining the parking section of the rear train according to the attribute information and determining the target speed corresponding to the parking section;
determining a level symbol according to the parking section and the corresponding target speed;
and sending the grade symbol to a limit impact rate/energy-saving module so that the limit impact rate/energy-saving module can control the parking of the next train according to the grade symbol.
6. The method of claim 5, wherein the parking section is a reduced speed parking section, or a precision parking section;
the determining a level symbol according to a parking section and a corresponding target speed includes:
if the parking section is a deceleration parking section, controlling a fuzzy PID controller to determine a level symbol according to the parking section and the corresponding target speed;
and if the parking section is the accurate parking section, controlling the linear quadratic regulator controller to determine a level symbol according to the parking section and the corresponding target speed.
7. A consist train stop control method, the method comprising:
acquiring a level symbol, wherein the level symbol is determined by a bottom controller according to a parking section and a corresponding target speed, and the parking section and the corresponding target speed are obtained by an upper controller through acquiring attribute information of a front train and a rear train and determining a parking section of the rear train according to the attribute information and determining the target speed corresponding to the parking section;
determining a vehicle control state at the previous moment, wherein the vehicle control state is traction, coasting or braking;
determining a vehicle control state of a target according to the level symbol;
determining the vehicle control state at the moment according to the vehicle control state at the last moment and the target vehicle control state;
and performing parking control on the train according to the control state at the moment.
8. The method according to claim 7, wherein the determining the vehicle control state at the current moment according to the vehicle control state at the previous moment and the vehicle control state of the target comprises:
if the vehicle control state at the previous moment is traction, determining that the vehicle control state at the current moment is traction when the target vehicle control state is traction; when the target vehicle control state is coasting or braking, determining that the vehicle control state at the moment is coasting;
if the vehicle control state at the previous moment is the coasting state, determining that the vehicle control state at the current moment is the coasting state when the target vehicle control state is the coasting state; when the target vehicle control state is traction, determining the traction of the vehicle control state at the moment; when the target vehicle control state is braking, determining the braking of the vehicle control state at the moment;
if the vehicle control state at the previous moment is braking, determining that the vehicle control state at the current moment is braking when the target vehicle control state is braking; and when the target vehicle control state is the coasting or traction state, determining that the vehicle control state at the moment is the coasting.
9. The method according to claim 8, wherein the controlling the train to stop according to the control state at the present time includes:
acquiring the actual output control level value at the last moment;
determining an output control level value at the moment according to a preset impact rate threshold and an actual output control level value at the last moment;
after the output control level value at the moment and the level symbol corresponding to the train control state at the moment are processed by the energy-saving module, the output control level value at the moment and the level symbol corresponding to the train control state at the moment are issued to the train by the energy-saving module, and then the train is controlled to stop.
10. A consist park control system, comprising: the system comprises an upper layer controller, a bottom layer controller and an impact limiting/energy saving module;
the upper layer controller is used for executing the method of any one of claims 1 to 4;
the underlying controller for performing the method of claim 5 or 6;
a limited shock rate/energy savings module for performing the method of any of claims 7-9.
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CN115140128A (en) * 2022-05-31 2022-10-04 通号城市轨道交通技术有限公司 Train operation method and device suitable for non-fixed marshalling
CN115140128B (en) * 2022-05-31 2024-01-02 通号城市轨道交通技术有限公司 Train operation method and device suitable for non-fixed grouping

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