阅读说明：本技术 一种调整列车自动驾驶的精确停车控制参数的方法和装置 (Method and device for adjusting accurate parking control parameters of train automatic driving ) 是由 林颖 于龙 王资昌 张传东 祁鹏 李洪飞 邢佳 黄文宇 王千兴 周小辉 邵乐乐 于 2021-09-23 设计创作，主要内容包括：本申请实施例公开了一种调整列车自动驾驶的精确停车控制参数的方法和装置,所述方法包括：根据ATO车载设备的初始控制参数执行停车；提取本次ATO车载设备的预设停车数据；根据所提取的停车数据分别确定ATO开始输出制动的第一制动点、车辆制动力开始施加的第二制动点和车辆制动力完全施加上的第三制动点；根据所确定的三个制动点分别确定每个阶段对应的行车数据；根据所提取的ATO车载设备的预设停车数据和三个阶段对应的行车数据调整预设的控制参数。(The embodiment of the application discloses a method and a device for adjusting accurate parking control parameters of train automatic driving, wherein the method comprises the following steps: executing parking according to the initial control parameters of the ATO vehicle-mounted equipment; extracting preset parking data of the ATO vehicle-mounted equipment; respectively determining a first braking point at which the ATO starts to output braking, a second braking point at which the vehicle braking force starts to be applied and a third braking point at which the vehicle braking force is completely applied according to the extracted parking data; respectively determining driving data corresponding to each stage according to the three determined braking points; and adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted equipment and the driving data corresponding to the three stages.)

1.A method of adjusting precise park control parameters for autonomous driving of a train, the method comprising:

executing parking according to the initial control parameters of the ATO vehicle-mounted equipment;

extracting preset parking data of the ATO vehicle-mounted equipment;

respectively determining a first braking point at which the ATO starts to output braking, a second braking point at which the vehicle braking force starts to be applied and a third braking point at which the vehicle braking force is completely applied according to the extracted parking data;

respectively determining driving data corresponding to each stage according to the three determined braking points;

and adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted equipment and the driving data corresponding to the three stages.

2. The method for adjusting the precise parking control parameter for automatic train driving according to claim 1, wherein before extracting the preset parking data of the ATO vehicle-mounted device, the method further comprises:

judging whether the execution condition of adjusting the control parameters is met;

when the precondition execution condition for adjusting the control parameters is met, extracting preset parking data of the ATO vehicle-mounted equipment;

wherein the execution condition includes: the parking spot type must be a precise parking spot;

after the train enters the precise parking control state, the section of the line from the tail of the train to the parking point needs to be located on the same ramp.

3. The method for adjusting precise parking control parameters for automatic train driving according to claim 1, wherein the first braking point at which the ATO starts to output braking is a first point at which an output current equal to a pre-configured parameter is determined from the rear to the front in the extracted parking data.

4. The method for adjusting the precise stopping control parameter for automatic train driving according to claim 3, wherein the second braking point at which the vehicle braking force starts to be applied is: determining that the deceleration of the train in two continuous backward periods is increased and the braking deceleration in the current period is 0.02m/s greater than the average braking deceleration from the first braking point to the last period by adopting a second braking point comparison formula according to the first braking point of the ATO for starting to output and brake²The first point above;

wherein, the second braking point comparison formula is as follows:

in the above-mentioned comparison formula, the above-mentioned formula, acc _i to representiDeceleration of the train; avgAccfrom the first stopping point toiAverage deceleration of the train at +1 point;ithe point is denoted as the second stopping point.

5. The method of adjusting the precise park control parameter for automatic train driving according to claim 4, wherein the third braking point at which the vehicle braking force is fully applied is: determining a third braking point of the train braking in two backward continuous periods by adopting a third braking point comparison formula according to the determined second braking point AS _ second point;

wherein, the third braking point comparison formula is as follows:

in the above-mentioned formula,acc _i to representiDeceleration of the train; gradAccrepresents a hill acceleration of the parking spot; avgAccrepresenting the average deceleration of the train from the first braking point to the point of instability; t is _appl Represents an application period; t is _accFilter Representing an acceleration filter time; ithe dots represent the third stopping point.

6. The method for adjusting the precise parking control parameters for train automatic driving according to claim 5, wherein the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases comprises:

determining real deceleration control parameters which are correspondingly output within a preset low-speed range by adopting various levels of brake calculation formulas according to the obtained train speed of the third brake point, the distance from the third brake point to the parking point, the distance from the position of the train after parking to the parking point, the basic resistance acceleration and the ramp acceleration;

wherein, the brake calculation formula at each level is as follows:

in the above-mentioned formula, a _brake representing real deceleration control parameters which are correspondingly output by each stage of braking within a preset low-speed range; v _third a train speed indicative of a third braking point;

S _third-stop indicating the distance of the third braking point to the parking point;

S _Δstop representing the distance from the train position to the stopping point after stopping;

a _basic representing the basic resistance acceleration;

a _gradient representing the ramp acceleration.

7. The method for adjusting the precise parking control parameters for train automatic driving according to claim 5, wherein the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases comprises:

based on the total delay from the ATO output brake to the onset of vehicle braking force, the distance from the first braking point to the stopping point, the distance from the second braking point to the stopping point,iThe vehicle speed of the point and the average speed from the first brake point to the second brake point adopt a command transmission delay formula to calculate a parameter T1_ coasttToBrakeCmdDelayAnd T1_ brakeToBrakeCmdDelay command transmission delay;

wherein, the command transmission delay formula is as follows:

in the above formula, T _delay Represents the total delay from the ATO output brake to the start of the application of the vehicle braking force; S _first-stop indicating the distance of the first braking point to the parking point; S _second-stop indicating the distance of the second braking point to the parking point; v _i to representiThe speed of the point; v _average representing an average speed of the first braking point to the second braking point;

when the ATO outputs a braking level greater than or equal to level 1, assigning the calculated command transmission delay to a parameter T1_ brakeToBrakeCmdDelay;

when the ATO is not outputting the brake, the calculated command transmission delay is assigned to the parameter T1_ coaststo brakecmdddelay.

8. The method for adjusting the precise parking control parameters for train automatic driving according to claim 5, wherein the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases comprises: calculating a vehicle created brake delay parameter T2_ ParkCreateBrakeDelay by adopting a vehicle created brake delay calculation formula according to the train speed of the second brake point, the train speed of the third brake point, the distance from the third brake point to the stopping point, the distance from the second brake point to the stopping point and the average acceleration from the second brake point to the third brake point;

the vehicle-created braking delay calculation formula is as follows:

in the above-mentioned formula,v _second the train speed at the second braking point is indicated,v _third the speed of the train at the third braking point is indicated,S _first-stop indicating the distance of the third stopping point to the stopping point, S _second-stop indicating the distance of the second stopping point to the stopping point,a _real indicating the average acceleration from the second braking point to the third braking point.

9. The method for adjusting the precise parking control parameters for train automatic driving according to claim 5, wherein the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases comprises: calculating the average breaking coefficient brakeAccDiscount of the acceleration from the beginning of the braking force of the vehicle to the time when the braking force is completely applied by adopting an average breaking coefficient calculation formula according to the average acceleration from the second braking point to the third braking point, the preset multiple-period average acceleration or filtering acceleration of the first braking point, the acceleration corresponding to the parking braking level, the acceleration of the train in the period and the breaking coefficient of the braking acceleration in the braking force application process; brakeAccDiscount: namely, it isλAn average discount coefficient of acceleration during a period from the moment when the actual braking force of the vehicle is applied to the moment when the braking force is completely applied;

wherein, the average discount coefficient calculation formula is as follows:

in the above-mentioned formula, a _real represents the average acceleration of the second braking point to the third braking point, a _average a predetermined plurality of cycles of average acceleration or filtered acceleration representing a first stopping point,a _brake indicates the acceleration corresponding to the level of the parking brake,a _current the acceleration of the train in the current period is shown,λ _brake a discount coefficient indicating a braking acceleration during the application of a braking force.

10. An apparatus for adjusting precise park control parameters for autonomous driving of a train, the apparatus comprising: a memory and a processor; the storage is used for storing a program for adjusting the control parameters of train automatic driving, and the processor is used for reading and executing the program for adjusting the control parameters of train automatic driving and executing the method of any one of claims 1-9.

Technical Field

The embodiment of the application relates to but is not limited to the technical field of rail transit, in particular to a method and a device for adjusting accurate parking control parameters of automatic train driving.

Background

In recent years, with the higher running speed and the higher running density of rail transit trains, the running environment of the trains is relatively more complex, which puts higher demands on train drivers, and accidents affecting the driving safety can be caused by slight negligence. With the continuous development of the ATO (Automatic Train Operation) technology, the Automatic driving of the rail transit Train is gradually realized, so that the hands of a driver are liberated, and the labor intensity of the driver is relieved.

The precise parking is one of the key technologies of the ATO, the requirement on the parking precision is high, if the parking is not accurate, the passengers can be influenced to get on or off the train, the train operation efficiency can be influenced, and even the train is late. With the rapid development of high-speed railways in China, the research on the precise parking algorithm of the ATO system of the high-speed railways has important significance. The main factors affecting the parking accuracy are the performance of the train vehicle, the measurement accuracy of the position and speed, the performance of the controller, which is important, and the line condition, etc.

Since the train is continuously operated for a long time, the load condition and the operation environment of the train are also changed with time, which causes the train state to include uncertainty and external disturbance. Therefore, to ensure consistent parking accuracy over time, these uncertainties and external disturbances must be adequately accounted for in the controller design. At present, the problems of train automatic driving control are concentrated on control methods of the train automatic driving control, the control methods require designers to have rich field engineering experience, and adjustment of control parameters and control rules needs manual debugging and completion of the designers, which is time-consuming and labor-consuming. In addition, the prior art has no self-adaptive capability, and cannot adjust the change of the vehicle performance in real time, so that the train stopping precision cannot be always maintained in a reliable range.

Disclosure of Invention

The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

The invention provides a method and a device for adjusting accurate parking control parameters of automatic train driving, which can realize that after a train runs for a long time, related parameters of braking and parking control can be automatically adjusted along with the slow change of the braking performance of the train.

In one aspect, the present disclosure provides a method of adjusting precise stop control parameters for automatic train driving, the method comprising:

executing parking according to the initial control parameters of the ATO vehicle-mounted equipment;

extracting preset parking data of the ATO vehicle-mounted equipment;

determining a first braking point at which the ATO starts to output braking, a second braking point at which the vehicle braking force starts to act, and a third braking point at which the vehicle braking force is completely applied, respectively, according to the extracted parking data;

respectively determining the driving data corresponding to each braking stage according to the three determined braking points;

and adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted equipment and the driving data corresponding to the three braking stages.

In an exemplary embodiment, before extracting preset parking data of the ATO vehicle-mounted device of this time, the method further includes:

judging whether the execution condition of adjusting the control parameters is met;

when the precondition execution condition for adjusting the control parameters is met, extracting preset parking data of the ATO vehicle-mounted equipment;

wherein the execution condition includes: the parking spot type must be a precise parking spot;

after the train enters the precise parking control state, the section of the line from the tail of the train to the parking point needs to be located on the same ramp.

In an exemplary embodiment, the first braking point at which the ATO starts output braking is a first point at which an output current equal to a preconfigured parameter is determined from back to front in the extracted parking data.

In an exemplary embodiment, the second braking point at which the vehicle braking force starts to act is: determining that the deceleration of the train in two continuous backward periods is increased and the braking deceleration in the current period is 0.02m/s greater than the average braking deceleration from the first braking point to the last period by adopting a second braking point comparison formula according to the first braking point of the ATO for starting to output and brake²The first point above;

wherein, the second braking point comparison formula is as follows:

in the above-mentioned comparison formula, the above-mentioned formula, acc _i to representiDeceleration of the train; avgAccfrom the first stopping point toiAverage deceleration of the train at +1 point;ithe point being indicated as the second braking point

In an exemplary embodiment, the third braking point at which the vehicle braking force is fully applied is: determining a third braking point of the train braking in two backward continuous periods by adopting a third braking point comparison formula according to the determined second braking point AS _ second point;

wherein, the third braking point comparison formula is as follows:

in the above-mentioned formula,acc _i to representiDeceleration of the train; gradAccrepresents a hill acceleration of the parking spot;avgAccrepresenting the average deceleration of the train from the first braking point to the point of instability; t is _appl Represents an application period; t is _accFilter Representing an acceleration filter time; ithe dots represent the third stopping point.

In an exemplary embodiment, the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases includes:

determining real deceleration control parameters which are correspondingly output within a preset low-speed range by adopting various levels of brake calculation formulas according to the obtained train speed of the third brake point, the distance from the third brake point to the parking point, the distance from the position of the train after parking to the parking point, the basic resistance acceleration and the ramp acceleration;

wherein, the brake calculation formula at each level is as follows:

in the above-mentioned formula, a _brake representing real deceleration control parameters which are correspondingly output by each stage of braking within a preset low-speed range; v _third a train speed indicative of a third braking point;

S _third-stop indicating the distance of the third braking point to the parking point;

S _Δstop representing the distance from the train position to the stopping point after stopping;

a _basic representing the basic resistance acceleration;

a _gradient representing the ramp acceleration.

In an exemplary embodiment, the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases includes:

based on the total delay from the ATO output brake to the onset of vehicle braking force, the distance from the first braking point to the stopping point, the distance from the second braking point to the stopping point,iCalculating parameters T1_ coastToBrakeCmdDelay command transmission delay and T1_ brakeToBrakeCmdDelay command transmission delay by adopting a command transmission delay formula according to the vehicle speed of the point and the average speed from the first brake to the second brake point;

wherein, the command transmission delay formula is as follows:

in the above formula, T _delay Represents the total delay from the ATO output brake to the start of the application of the vehicle braking force;S _first-stop indicating the distance of the first braking point to the parking point; S _second-stop indicating the distance of the second braking point to the parking point;v _i to representiThe speed of the point; v _average representing an average speed of the first braking point to the second braking point;

when the ATO outputs a braking level greater than or equal to level 1, assigning the calculated command transmission delay to a parameter T1_ brakeToBrakeCmdDelay;

when the ATO is not outputting the brake, the calculated command transmission delay is assigned to the parameter T1_ coaststo brakecmdddelay.

In an exemplary embodiment, the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases includes: calculating a vehicle created brake delay parameter T2_ ParkCreateBrakeDelay by adopting a vehicle created brake delay calculation formula according to the train speed of the second brake point, the train speed of the third brake point, the distance from the third brake point to the stopping point, the distance from the second brake point to the stopping point and the average acceleration from the second brake point to the third brake point;

the vehicle-created braking delay calculation formula is as follows:

in the above-mentioned formula,v _second the train speed at the second braking point is indicated,v _third the speed of the train at the third braking point is indicated,S _first-stop indicating the distance of the third stopping point to the stopping point, S _second-stop indicating the distance of the second stopping point to the stopping point,a _real indicating the average acceleration from the second braking point to the third braking point.

In an exemplary embodiment, the adjusting the preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three phases includes: and calculating the average breaking coefficient brakeAccDiscount of the acceleration from the beginning of the action of the braking force of the vehicle to the time when the braking force is completely applied by the moment according to the average acceleration from the second braking point to the third braking point, the preset multiple-period average acceleration or the filtering acceleration of the first braking point, the acceleration corresponding to the grade of the parking brake, the current-period acceleration of the train and the breaking coefficient of the braking acceleration in the braking force application process by adopting an average breaking coefficient calculation formula. brakeAccDiscount: namely, it isAn average discount coefficient of acceleration during a period from the moment when the actual braking force of the vehicle is applied to the moment when the braking force is completely applied;

wherein, the average discount coefficient calculation formula is as follows:

in the above-mentioned formula, a _real represents the average acceleration of the second braking point to the third braking point, a _average a predetermined plurality of cycles of average acceleration or filtered acceleration representing a first stopping point,a _brake indicates the acceleration corresponding to the level of the parking brake,a _current the acceleration of the train in the current period is shown,λ _brake a discount coefficient indicating a braking acceleration during the application of a braking force.

On the other hand, the present disclosure also provides an apparatus for adjusting an accurate stop control parameter for train automatic driving, which is characterized in that the apparatus comprises: a memory and a processor; the memory is used for storing a program for adjusting the precise parking control parameters for automatic train driving, and the processor is used for reading and executing the program for adjusting the precise parking control parameters for automatic train driving and executing the method for adjusting the precise parking control parameters for automatic train driving in any embodiment.

The embodiment of the application discloses a method and a device for adjusting accurate parking control parameters of train automatic driving, wherein the method comprises the following steps: executing parking according to the initial control parameters of the ATO vehicle-mounted equipment; extracting preset parking data of the ATO vehicle-mounted equipment; determining a first braking point at which the ATO starts to output braking, a second braking point at which the vehicle braking force starts to act, and a third braking point at which the vehicle braking force is completely applied, respectively, according to the extracted parking data; respectively determining the driving data corresponding to each braking stage according to the three determined braking points; and adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted equipment and the driving data corresponding to the three braking stages. By the scheme, the related parameters of braking and stopping control can be automatically adjusted along with the slow change of the braking performance of the train after the train runs for a long time.

Other aspects will be apparent upon reading and understanding the attached drawings and detailed description.

Drawings

Fig. 1 is a flowchart of a method for adjusting control parameters for automatic train driving according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of parking in some exemplary embodiments;

FIG. 3 is a graphical illustration of a precision parking curve in some exemplary embodiments;

fig. 4 is a schematic diagram of an apparatus for adjusting control parameters of train automatic driving according to an embodiment of the present invention.

Detailed Description

Hereinafter, embodiments of the present application will be described in detail with reference to the accompanying drawings. It should be noted that the features of the embodiments and examples of the present application may be arbitrarily combined with each other without conflict.

The steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.

Fig. 1 is a flowchart illustrating a method for adjusting control parameters for train autonomous driving according to an embodiment of the present disclosure, as shown in fig. 1, the method includes steps S100-S140;

step S100, parking is executed according to initial control parameters of the ATO vehicle-mounted equipment;

s110, extracting preset parking data of the ATO vehicle-mounted equipment;

s120, respectively determining a first braking point at which the ATO starts to output and brake, a second braking point at which the vehicle braking force starts to act and a third braking point at which the vehicle braking force is completely applied according to the extracted parking data;

s130, respectively determining driving data corresponding to each braking point according to the three determined braking points;

and S140, adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted equipment and the driving data corresponding to the three braking points.

In the present embodiment, parking is performed according to the initial control parameters of the ATO in-vehicle device. In this embodiment, when the control parameter for train automatic driving is adjusted for the first time, the parameter used for train stopping is the initial control parameter, the initial control parameter is the vehicle information parameter file provided by the vehicle factory, and the vehicle factory provides the delay parameter information about the vehicle controller and performs configuration according to the delay parameter information. And when the subsequent control parameters for automatically driving the train are adjusted, the adjusted control parameters are obtained by adopting the method.

The method for adjusting the Control parameters of Train automatic driving of the embodiment is applied to an ATO (automatic Train operation) System of a high-speed railway, and the System not only relates to a CTCS-2+ ATO (Chinese Train operation Control System) Train Control System of an intercity railway with a speed of 200km/h or less and an urban rail CBTC System with a speed of 100km/h or less, but also relates to a CTCS-3+ ATO (Chinese Train operation Control System) Train Control System with a speed of 350 km/h. For analyzing the existing accurate parking principle, the main design principle is as follows:

taking a high-speed rail as an example, the parking window of the automatic control car is +/-50 cm. Under the conditions that the train braking performance and the external environment are stable and all information acquired by the ATO vehicle-mounted equipment is accurate, if the train stops as accurately as possible, the braking distance of the train needs to be calculated as accurately as possible. Factors affecting the train stopping accuracy are at least as follows.

1. The stability of the train control state is calibrated;

2. aligning the standard speed;

3. calculating the error of the braking distance;

4. the magnitude and stability of the braking deceleration of the vehicle;

5. vehicle transmission and creation braking delays and their stability;

6. measuring speed and distance errors of the vehicle-mounted equipment;

7. executing cycle of vehicle ATO software;

8. installation error of ground equipment;

among them, the magnitude of the vehicle braking deceleration and the stability thereof, the vehicle transmission and creation braking delay and the stability thereof, and the ground equipment installation error are irresistible factors for the on-board ATO equipment, and are not discussed herein. The smaller the execution period of the onboard ATO software is, the better theoretically, but many times, the onboard ATO software is limited by hardware equipment and has certain limitations, which are not discussed here. The speed and distance measurement error of the vehicle-mounted equipment is a speed and distance measurement function, and the same discussion is omitted.

1) Stability of brake performance in calibration

"stability of train control state when aligning standard" means to mark the parking in-process, the ATO equipment control train output's braking percentage/braking grade, promptly: and when the standard is matched, the braking percentage/braking level output by the train is kept unchanged so as to keep the train in a relatively stable train control state. The more stable the control state, the more accurate the train speed, train acceleration and the like measured by the ATO on-board equipment, and the more accurate the relative calculated braking distance.

In the present embodiment, a constant deceleration condition is used for a target stop, i.e., for a pre-target constant braking rate condition. The reason is that: under the working condition of constant braking rate, the train runs approximately at a uniform deceleration, the train control state is relatively stable, and the precision of the train speed and the train acceleration measured by the vehicle-mounted equipment can be improved to the greatest extent.

2) Speed of calibration

Any software requires time to execute, and the onboard ATO software also has its own execution cycle. In the case of the determination of the execution period of the onboard ATO software, the onboard ATO software should have an upper limit on the target speed, which can be calculated by the combination of the software execution period and the parking window.

As shown in fig. 2, the parking is schematically illustrated, T1 and T2 are two adjacent software cycles, and the vehicle T1 and the vehicle T2 are positions of the same vehicle corresponding to the two adjacent software cycles. Assuming that the vehicle moves at a constant speed from the time T1 to the time T2, the speed of the vehicle at the times T1 and T2 is the same, and it is set as V. As can be seen from fig. 1, the train will eventually stop at point D if the parking brake is applied at time T1, and will eventually stop at point E if the parking brake is applied at time T2. And the point D is not positioned in the accurate parking window opening of +/-50 cm, and the point E is positioned in the accurate parking window opening of +/-50 cm, so that the train can be controlled to be parked in the accurate parking window opening only by applying the parking brake at the time of T2.

When the speed is too high, the brakes are applied at T1 and T2 so that the train cannot be controlled to stopIn the scenario within an accurate parking window, namely: applying the parking brake at time T1 stops the vehicle before point B (short of point B), and applying the parking brake at time T2 stops the vehicle after point C (past point C). The critical scenario is that applying the brake at time T1 will stop the train at point B, and applying the brake at time T2 will stop the train at point C, that is: the distance traveled at time T1-T2 is equal to the distance B-C. Setting the execution period of the vehicle-mounted ATO software as T _cycle Then there isV*T _cycle =50cm-(-50cm) From this, it is possible to obtain: V=1/ T _cycle (m/s). Let T be _cycle =250msThen, thenV=4m/sNamely: when the execution period of the vehicle-mounted ATO software is 250ms, the benchmarking speed cannot exceed 4 m/s.

In some scenarios, the target speed is much lower than 4m/s due to the influence of a plurality of factors such as vehicle braking deceleration stability, vehicle transmission and braking delay stability, ground equipment installation error, hardware abrasion and the like, and the target is recommended to be better at a speed less than 4 km/h.

When the software is used for simulating reality, a section of virtual speed limit can be added near a parking point, so that the speed of the vehicle can be reduced to the benchmarking speed in advance before the parking point in the automatic vehicle control process, and the speed of the vehicle can be reduced to the benchmarking speed at the position with the same distance from the parking point every time. And (4) starting the speed limit: position planned to enter precision parking phase (second parking spot), end of speed limit: parking position, speed limit: and (6) calibrating the speed.

3) Calculation of braking distance

In this embodiment, the precise parking process is divided into 3 stages, and the traveling distances in the 3 stages are respectively calculated, so as to more accurately estimate the braking distance at a low speed (4 km/h). The 3 phases are respectively a constant brake rate phase, a parking brake application phase, and a full brake application to parking phase, as shown in the precise parking curve of FIG. 3, which shows the vehicle ATO int ₁Output the parking brake at all timest ₄The system is stopped and stabilized completely at the moment,t ₁- t ₂in order to realize the stage of constant braking rate,t ₂- t ₃to applyIn the stage of parking and braking,t ₃- t ₄to fully apply the brakes to the parking phase.

i) Distance traveled in constant braking Rate step (S ₁）

As shown in FIG. 3, the ATO is on boardt ₁The parking brake is output at any moment, and due to vehicle communication and transmission delay,t ₁- t ₂during the period, the train still maintains the previous constant braking rate working condition, and at the moment, the train runs under the actions of basic resistance, ramp resistance (the resistance of a curve is equivalent to the ramp resistance) and the constant braking rate. The calculation formula of the running distance is shown as the formula (1).

Formula (1)

In the formula:

v ₁-train speed in the current cycle;

a _basic -basic resistive acceleration;

a _gradient -ramp acceleration;

a _constant -a constant braking deceleration, which is dependent on the control mode and is 0 if the coasting condition is passed and is the braking deceleration corresponding to the braking level if the belt braking condition is passed.

Since the basic formula for the calculation of the resistance provided by the vehicle factory is in most cases not very accurate, the actual ramp will have a slight discrepancy with the ramp written in the transponder. In order to refine the calculated travel distance, considering that the probability of change of the ramp of the parking point accessory is extremely small, the whole multi-row process train can be considered to be in the same ramp, namely: the train can be considered to do uniform variable speed movement under the whole coasting working condition. Based on this, 0-can be usedt ₁The average acceleration/deceleration measured in the period of time replaces the basic resistance deceleration, the ramp deceleration and the constant braking deceleration to calculate the walking distanceFormula (1) may be modified as follows.

Formula (2)

In the formula (I), the compound is shown in the specification,a _real is 0-t ₁The measured average acceleration/deceleration over this time. (t ₂- t ₁) The method can be initially configured, the value of the initial configuration can be based on parameters provided by the vehicle, the condition of initial adjustment is realized when the method for adjusting the control parameters of automatic train driving is actually used, the stopping is executed according to the initially set preset control parameters during the initial adjustment, and then the control parameters are adjusted. During the second adjustment, the control parameters are adjusted according to the parking data after the first adjustment, namely, the actual measurement values on the spot can be used for replacement.

ii) distance traveled during the parking brake application phase (S ₂）

The upper braking stage is the process from when the train just outputs braking force to when the train braking force is fully applied (90% of the corresponding level of brake deceleration is reached). The process that the air brake releases gas and the pressure between the brake shoe and the wheel is gradually increased is commonly known. In the process, the braking deceleration of the train is a variable value, and the calculation of the running distance at the stage can only be obtained by approximate estimation. In this embodiment, the traveling distance is estimated by using the equivalent of the uniform speed change, and the estimation formula is shown in formula (3).

Formula (3)

In the formula:

v ₂——t ₂the estimated speed of the moment of time can be usedv ₁+a _real *（t ₂- t ₁) Estimating;

λ-a brake deceleration discount coefficient;

a _brake -the actual braking deceleration of the vehicle.

a _brake The value of (d) depends on the braking level of the parking brake. If the vehicle is stopped by using the 1-level brake, the value is the real braking deceleration of the 1-level brake of the vehicle; if the 2-stage brake is used for parking, the value is the true brake deceleration of the 2-stage brake of the vehicle, …, and if the 7-stage brake is used for parking, the value is the true brake deceleration of the 7-stage brake of the vehicle.

λThe value of (2) needs to collect a plurality of groups of data for controlling the vehicle parking by the on-site ATO, and a better solution is obtained after the data are fitted.

Initial setting according to vehicle information parameters provided by a vehicle factory (t ₃- t ₂) The values can be preliminarily configured according to parameters provided by the vehicle, and the actual measured values are used for replacement during actual application.

iii) full brake application to stopping distance: (S ₃）

At time t3, the braking force of the vehicle is completely applied, so the whole braking to the stopping stage can be regarded as uniform deceleration movement, and the calculation formula is shown in formula (4).

Formula (4)

In the formula:

v ₃of the representationt ₃The estimated speed of the moment of time can be usedv ₂+(a _real +λ*a _brake )* (t ₃-t ₁) And (6) estimating.

To sum up, the braking distance of the whole precise parkingS=S ₁+ S ₂+ S ₃And (4) calculating.

In step S110, preset parking data of the ATO vehicle-mounted device of this time is extracted.

In this step, the preset parking data includes:

ATO vehicle control stage (for distinguishing whether entering into accurate parking control state)

2. Train speed (unit: m/s, at least to decimal 3 rd position);

3. train acceleration (in m/s 2, at least to the 4 th position after decimal point);

ATO output current (unit: 0.1 mA);

5. train position (unit: m, at least to decimal 2 nd position);

6. the position of the parking spot (unit: meter, at least to 2 nd position after decimal point);

ATO calculated stopping point (unit: m, at least to decimal point 2 nd place).

In an exemplary embodiment, before the preset parking data of the ATO vehicle-mounted equipment is extracted, whether an execution condition for adjusting a control parameter is met is judged; when the precondition execution condition for adjusting the control parameters is met, extracting preset parking data of the ATO vehicle-mounted equipment; wherein the execution condition includes: the parking spot type must be a precise parking spot; after the train enters the precise parking control state, the section of the line from the tail of the train to the parking point needs to be located on the same ramp.

In step S120, a first braking point at which ATO starts output braking, a second braking point at which vehicle braking force starts to act, and a third braking point at which vehicle braking force is fully applied are determined from the extracted parking data, respectively.

In the present embodiment, the extracted three important points may respectively define that a first braking point at which the ATO starts to output the braking is AS _ firstPoint, a second braking point at which the vehicle braking force starts to act is AS _ second point, and a third braking point at which the vehicle braking force is completely applied is AS _ third point.

In an exemplary embodiment, the first braking point at which the ATO starts output braking is a first point at which an output current equal to a preconfigured parameter is determined from back to front in the extracted parking data.

In an exemplary embodiment, the second braking point at which the vehicle braking force starts to act is: determining that the deceleration of the train in two continuous backward periods is increased and the braking deceleration in the current period is 0.02m/s greater than the average braking deceleration from the first braking point to the last period by adopting a second braking point comparison formula according to the first braking point of the ATO for starting to output and brake²The first point above;

wherein, the second braking point comparison formula is as follows:

in the above-mentioned formula,acc _i to representiDeceleration of the train;gradAccfrom the first stopping point toiAverage deceleration of the train at +1 point; ithe point is denoted as the second stopping point.

In an exemplary embodiment, the third braking point at which the vehicle braking force is fully applied is: determining a third braking point of the train braking in two backward continuous periods by adopting a third braking point comparison formula according to the determined second braking point AS _ second point;

wherein, the third braking point comparison formula is as follows:

in the above-mentioned formula,acc _i to representiDeceleration of the train;gradAccrepresents a hill acceleration of the parking spot;avgAccrepresenting the average deceleration of the train from the first braking point to the point of instability; t is _appl Represents an application period; t is _accFilter Representing an acceleration filter time;ithe dots represent the third stopping point.

In step S130, the driving data corresponding to each braking point is determined according to the determined three braking points.

In this embodiment, the driving data includes: speed, deceleration, hill acceleration of the stopping point, stopping position, etc.

In step S140, preset control parameters are adjusted according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three braking points.

In this embodiment, the control parameters include:

b1 BrakeDcc-b 7 BrakeDcc: namely, it isa _brake The real deceleration output by each stage of braking at low speed (0-5 km/h);

t1_ coasttToBrakeCmdDelay: that is tot ₂- t ₁) Command transmission delay;

t1_ braketomacmddelay: that is tot ₂- t ₁) Command transmission delay

T2_ ParkCreateBrakeDelay: that is tot ₃- t ₂) The vehicle creates a braking delay;

brakeAccDiscount: namely, it isλThe average discount coefficient of the acceleration during the period from the time when the actual braking force of the vehicle is applied to the time when the braking force is completely applied.

In one exemplary embodiment, adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three braking points comprises:

determining real deceleration control parameters which are correspondingly output within a preset low-speed range by adopting various levels of brake calculation formulas according to the obtained train speed of the third brake point, the distance from the third brake point to the parking point, the distance from the position of the train after parking to the parking point, the basic resistance acceleration and the ramp acceleration;

wherein, the brake calculation formula at each level is as follows:

in the above-mentioned formula,a _brake representing real deceleration control parameters which are correspondingly output by each stage of braking within a preset low-speed range;v _third column indicating third braking pointVehicle speed;

S _third-stop indicating the distance of the third braking point to the parking point;

S _Δstop representing the distance from the train position to the stopping point after stopping;

a _basic representing the basic resistance acceleration;

a _gradient representing the ramp acceleration.

In one exemplary embodiment, adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three braking points comprises:

based on the total delay from the ATO output brake to the onset of vehicle braking force, the distance from the first braking point to the stopping point, the distance from the second braking point to the stopping point,Calculating parameters T1_ coastToBrakeCmdDelay command transmission delay and T1_ brakeToBrakeCmdDelay command transmission delay by adopting a command transmission delay formula according to the vehicle speed of the point and the average speed from the first brake to the second brake point;

wherein, the command transmission delay formula is as follows:

in the above formula, T _delay Represents the total delay from the ATO output brake to the start of the application of the vehicle braking force;S _first-stop indicating the distance of the first braking point to the parking point;S _second-stop indicating the distance of the second braking point to the parking point; v _i to representiThe speed of the point; v _average representing an average speed of the first braking point to the second braking point;

when the ATO outputs a braking level greater than or equal to level 1, assigning the calculated command transmission delay to a parameter T1_ brakeToBrakeCmdDelay;

when the ATO is not outputting the brake, the calculated command transmission delay is assigned to the parameter T1_ coaststo brakecmdddelay.

In one exemplary embodiment, adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three braking points comprises: calculating a vehicle created brake delay parameter T2_ ParkCreateBrakeDelay by adopting a vehicle created brake delay calculation formula according to the train speed of the second brake point, the train speed of the third brake point, the distance from the third brake point to the stopping point, the distance from the second brake point to the stopping point and the average acceleration from the second brake point to the third brake point;

the vehicle-created braking delay calculation formula is as follows:

in the above-mentioned formula,v _second the train speed at the second braking point is indicated,v _third the speed of the train at the third braking point is indicated,S _first-stop indicating the distance of the third stopping point to the stopping point, S _second-stop indicating the distance of the second stopping point to the stopping point,a _real indicating the average acceleration from the second braking point to the third braking point.

In one exemplary embodiment, adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted device and the driving data corresponding to the three braking points comprises: calculating the brake force from the beginning of the action of the vehicle brake force to the time when the brake force is completely applied and the acceleration is accelerated in the period according to the average acceleration from the second brake point to the third brake point, the preset multi-period average acceleration or the filter acceleration of the first brake point, the acceleration corresponding to the parking brake level, the acceleration in the period of the train and the brake acceleration folding coefficient in the brake force application process by adopting an average folding coefficient calculation formulaThe average discount coefficient brakeacccount of degrees. brakeAccDiscount: namely, it isAn average discount coefficient of acceleration during a period from the moment when the actual braking force of the vehicle is applied to the moment when the braking force is completely applied;

wherein, the average discount coefficient calculation formula is as follows:

in the above-mentioned formula, a _real represents the average acceleration of the second braking point to the third braking point, a _average a preset number of cycles of average acceleration or filtered acceleration (e.g. 6 cycles) representing the first stopping point,a _brake indicates the acceleration corresponding to the level of the parking brake,a _current the acceleration of the train in the current period is shown,λ _brake a discount coefficient indicating a braking acceleration during the application of a braking force.

The embodiment of the present disclosure further provides a device for adjusting a control parameter of train automatic driving, as shown in fig. 4, the device includes: a memory 410 and a processor 420; the memory 410 is used for storing a program for adjusting the control parameters of train automatic driving, and the processor is used for reading and executing the program for adjusting the control parameters of train automatic driving and executing the method in any one of the above embodiments.

Example 1

The method carries out real-time adaptive learning on related control parameters in the scheme of carrying out accurate parking on ATO vehicle-mounted equipment, and the scheme of adjusting the parameters by the adaptive learning is as follows:

step 1, confirming whether the current execution environment meets the precondition execution condition for executing the parameter adjustment. Wherein, the execution conditions are as follows:

the parking spot type must be a precise parking spot;

after the train enters the precise parking control state, the section of the line from the tail of the train to the parking point needs to be located on the same ramp.

Step 2, extracting relevant parking data of the ATO vehicle-mounted equipment;

the related parking data information includes:

ATO vehicle control stage (for distinguishing whether entering into accurate parking control state)

2. Train speed (unit: m/s, at least to decimal 3 rd position);

3. train acceleration (in m/s 2, at least to the 4 th position after decimal point);

ATO output current (unit: 0.1 mA);

5. train position (unit: m, at least to decimal 2 nd position);

6. the position of the parking spot (unit: meter, at least to 2 nd position after decimal point);

ATO calculated stopping Point (unit: m, at least to decimal 2 nd position)

And 3, respectively determining a first braking point AS _ firstPoint at which the ATO starts to output braking, a second braking point AS _ second point at which the vehicle braking force starts to act and a third braking point AS _ third point at which the vehicle braking force is completely applied according to the extracted parking data information.

In this step, the first braking point at which the ATO starts output braking is the first point at which the output current is determined to be equal to the preconfigured parameters from back to front in the extracted parking data.

The second braking point at which the vehicle braking force starts to act is: determining that the deceleration of the train in two continuous backward periods is increased and the braking deceleration in the current period is 0.02m/s greater than the average braking deceleration from the first braking point to the last period by adopting a second braking point comparison formula according to the first braking point of the ATO for starting to output and brake²The first point above.

The third braking point on which the vehicle braking force is completely applied is a third braking point for braking the train in two backward continuous cycles by adopting a third braking point comparison formula according to the determined second braking point AS _ second point;

wherein, the third braking point comparison formula is as follows:

in the above-mentioned formula,acc _i to representiDeceleration of the train; gradAccrepresents a hill acceleration of the parking spot;avgAccrepresenting the average deceleration of the train from the first braking point to the point of instability; t is _appl Represents an application period; t is _accFilter Representing an acceleration filter time; ithe dots represent the third stopping point.

And 4, respectively acquiring the driving information of the ATO vehicle-mounted equipment corresponding to each braking point according to the determined three braking points.

And 5, adjusting preset control parameters according to the extracted preset parking data of the ATO vehicle-mounted equipment and the driving data corresponding to the three braking points.

In this step, among the adjusted control parameters, the adjustment for each parameter is as follows:

1. calculating the parameter b1 BrakeDcc-b 7 BrakeDcc: namely, it isa _brake The acceleration calculation formula corresponding to each stage of braking at low speed (0-5 km/h) is as follows:

in the above-mentioned formula, a _brake representing real deceleration control parameters which are correspondingly output by each stage of braking within a preset low-speed range; v _third a train speed indicative of a third braking point;S _third-stop indicating the distance of the third braking point to the parking point;S _Δstop representing the distance from the train position to the stopping point after stopping;a _basic representing the basic resistance acceleration;a _gradient representing the ramp acceleration.

2. Calculating the parameters T1_ coasttToBrakeCmdDelay, T1_ brakeToBrakeCmdDelay: (1 _ brakeToBrakeCmdDelay:t ₂- t ₁) Command transmission delay

The command transmission delay calculation formula is as follows:

in the above formula, T _delay Represents the total delay from the ATO output brake to the start of the application of the vehicle braking force;S _first-stop indicating the distance of the first braking point to the parking point; S _second-stop indicating the distance of the second braking point to the parking point;v _i to representiThe speed of the point; v _average representing the average speed from the first braking point to the second braking point.

If the ATO outputs a brake level greater than or equal to level 1 before outputting an accurate parking brake (i.e., AS _ firstPoint-1), the parameter T1_ brakeToBrakeCmdDelay is assigned with the result of the division calculated by the above equation;

if the ATO is not outputting brakes (including the scenario where the ATO is outputting constant brake rate conditions, but the vehicle is not actually outputting brakes because it is less than a percentage of level 1 braking) before outputting the precision parking brake (i.e., AS _ firstPoint-1 point), the parameter T1_ coastToBrakeCmdDelay is assigned using the result of the above formula division calculation.

3. The parameter T2_ parkcreatebakedelay is calculated: that is tot ₃- t ₂) The vehicle creates a braking delay;

the vehicle created braking delay calculation formula is as follows:

in the above-mentioned formula,v _second the train speed at the second braking point is indicated,v _third the speed of the train at the third braking point is indicated,S _first-stop indicating the distance of the third stopping point to the stopping point, S _second-stop indicating the distance of the second stopping point to the stopping point,a _real indicating the average acceleration from the second braking point to the third braking point.

4. Calculating the parameter brakeAccDiscount, i.e.The average discount coefficient of the acceleration during the period from when the vehicle braking force is applied to when the braking force is fully applied.

The average discount coefficient calculation formula is as follows:

in the above-mentioned formula, a _real represents the average acceleration of the second braking point to the third braking point, a _average a predetermined plurality of cycles of average acceleration or filtered acceleration representing a first stopping point,a _brake indicates the acceleration corresponding to the level of the parking brake,a _current the acceleration of the train in the current period is shown,λ _brake a discount coefficient indicating a braking acceleration during the application of a braking force.

The method for adjusting the control parameters of the automatic train driving has the following technical effects:

1. the method is applicable to high-speed railways of 350km/h or intercity railways, point railways and subways below 350 km/h;

2. the method can realize that the fine adjustment of the related parameters of the accurate parking control can be carried out after the braking performance of the train, including the abrasion of the brake pad, the temperature and the like, slowly changes, thereby ensuring the original parking accuracy of the train;

3. the method can be used for project debugging, and can be used for adaptively adjusting the tiny difference of each train through the self-adaptive function, so that the debugging labor intensity of engineering personnel is reduced, the debugging time is shortened, and the precision is improved.

It will be understood by those of ordinary skill in the art that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed by several physical components in cooperation. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those of ordinary skill in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art.