Train driver assistance method, system, device, and computer-readable storage medium

Patent metadata

Field	Value
Publication number	US-11827258-B2
Application number	US-202217965795-A
Country	US
Kind code	B2
Filing date	Oct 14, 2022
Priority date	Oct 18, 2021
Publication date	Nov 28, 2023
Grant date	Nov 28, 2023

Abstract

A train driver assistance method includes: acquiring basic data of a train under a complex and severe condition; determining whether a traction power system is normal according to the basic data; if so, acquiring an energy-efficient optimized speed profile of the train in a normal state according to the basic data of the train in the current state; and if not, acquiring an energy-efficient optimized speed profile of the train in an abnormal state according to the basic data of the train in the current state. In this way, the method can acquire the energy-efficient optimized speed profile of the train in its current state. The comprehensive electric train driver assistance method can enable the train to adapt to the complex and severe environment and realize the energy-efficient operation of the train and self-rescue of the train.

First claim

What is claimed is:

1. A train driver assistance method comprising the following steps:
S1: acquiring basic data of a train under a complex and severe condition;
S2: determining whether a traction power system is normal according to the basic data; if the traction power system is normal, proceeding to step S3; and if the traction power system is not normal, proceeding to step S4;
S3: acquiring an energy-efficient optimized speed profile of the train in a normal state according to the basic data of the train in a current state; and
S4: acquiring an energy-efficient optimized speed profile of the train in an abnormal state according to the basic data of the train in the current state.

2. The train driver assistance method according to claim 1 , wherein step S2 specifically comprises:
determining whether the traction power system is normal according to a catenary voltage in running state information of the train; determining, if the catenary voltage is non-zero, that the traction power system is in a normal state, and proceeding to step S3; and determining, if the catenary voltage is zero, that the traction power system is in an abnormal state, and proceeding to step S4.

3. The train driver assistance method according to claim 1 , wherein step S3 specifically comprises:
S31: giving a train running time;
S32: calculating the minimum running time and a min-time speed profile of the train according to the basic data of the train in the current state, wherein the minimum running time is calculated by:

T
min

=

∑

i
=
0

n

Δ
⁢

t
i

wherein T min denotes the minimum running time; n denotes a total number of steps for calculation; and Δt i denotes a running time of an i-th segment;
S33: determining whether there is a surplus time between the minimum running time and the train running time; if there is no surplus time between the minimum running time and the train running time, taking the min-time speed profile as the energy-efficient optimized speed profile of the train in the normal state; and if there is the surplus time between the minimum running time and the train running time, proceeding to step S34;
S34: performing energy-efficient optimization according to data of the min-time speed profile and the surplus time to acquire an optimized speed profile as the energy-efficient optimized speed profile of the train in the normal state, wherein an objective function of the optimized speed profile is:
min J=∫ x 0 x f F t ( v )−α F d ( v ) dx

wherein min J denotes a value of the objective function for a minimum energy consumption of the train; x 0 and x f denote a starting position and an ending position of a running section, respectively; F t (v) denotes a traction force on the train; F d (v) denotes an electric braking force on the train; and α denotes a regenerative braking energy utilization of the train.

4. The train driver assistance method according to claim 1 , wherein step S4 specifically comprises:
S41: switching a power source of the train in the current state and acquiring a minimum energy consumption and a speed profile of the train running forward in the current state, wherein the minimum energy consumption of the train running forward is calculated by:
E F =E T +E AUX

wherein E F denotes the minimum energy consumption of the train running forward; E T denotes a traction energy consumption of the train running forward; and E AUX denotes an auxiliary energy consumption of the train running forward;
S42: comparing the minimum energy consumption of the train running forward with an on-board energy storage of the train in the current state; taking the speed profile of the train running forward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage is greater than the minimum energy consumption of the train running forward; and if the on-board energy storage is not greater than the minimum energy consumption of the train running forward, proceeding to step S43;
S43: parking the train with a maximum braking force in the current state, acquiring parking information of the train, and proceeding to step S44;
S44: calculating a minimum energy consumption and a speed profile of the train running backward according to the acquired train parking information, wherein the minimum energy consumption of the train running backward is expressed as:
E B =E T *+E AUX *

wherein E B denotes the minimum energy consumption of the train running backward; E T * denotes a traction energy consumption of the train running backward; and E AUX * denotes an auxiliary energy consumption of the train running backward;
S45: comparing the minimum energy consumption of the train running backward with the on-board energy storage of the train in the current state; taking the speed profile of the train running backward in the current state as the energy-efficient optimized speed profile of the train in the current state if the on-board energy storage of the train in the current state is greater than the minimum energy consumption of the train running backward; and if the on-board energy storage of the train in the current state is not greater than the minimum energy consumption of the train running backward, proceeding to step S46;
S46: determining that the train is unable to arrive in the current state, and sending the information that the train is unable to arrive to a station executive.

5. The train driver assistance method according to claim 4 , wherein in step S41, an objective function of the speed profile of the train running forward in the current state is expressed as:
min J′=∫ x 0 x f F t ( v )′−α F d ( v )′ dx+TP AUX ′

wherein min J′ denotes a value of the objective function for the minimum energy consumption of the train running forward; x 0 and x f denote a starting position and an ending position of a running section, respectively; F t (v)′ denotes a traction force on the train running forward; F d (v)′ denotes an electric braking force on the train running forward; F t (v)′ denotes a regenerative braking energy utilization of the train; a denotes a regenerative braking energy utilization of the train; T denotes a total duration of the train in emergency running; and P AUX ′ denotes an auxiliary power of the train running forward.

6. The train driver assistance method according to claim 4 , wherein in step S44, an objective function of the speed profile of the train running backward in the current state is expressed as:
min J*=∫ x 0 x f F t ( v )*−α F d ( v )* dx+TP AUX *

wherein min J* denotes a value of the objective function for the minimum energy consumption of the train running backward; x 0 and x f denote a starting position and an ending position of a running section, respectively; F t (v)* denotes a traction force on the train running backward; F d (v)* denotes an electric braking force on the train running backward; α denotes a regenerative braking energy utilization of the train; T denotes a total duration of the train in emergency running; and P AUX * denotes an auxiliary power of the train running forward.

Assignees

• Univ Southwest Jiaotong

Inventors

• Sun Pengfei
• Feng Xiaoyun
• Wang Qingyuan
• Cheng Junshu
• Song Wensheng

Classifications

• B61L27/04 Primary

  Automatic systems, e.g. controlled by train; Change-over to manual control · CPC title

• B61L23/14 Primary

  automatically operated · CPC title

• B61L27/16

  Trackside optimisation of vehicle or train operation · CPC title

• B61L15/0081

  On-board diagnosis or maintenance · CPC title

• B61L15/0058 Primary

  On-board optimisation of vehicle or vehicle train operation · CPC title