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A linear magnetization model is built to replace the Jiles–Atherton model in order to describe the relationship between the magnetic field intensity and the magnetization intensity of the giant magnetostrictive vibrator (GMV). The systematic modeling of the GMV is composed of three aspects, i.e., the structural mechanic model, the magnetostrictive model, and the Jiles–Atherton model. The Jiles–Atherton model has five parameters to be defined; hence, its solution is so complex that it is not convenient in application. Therefore, the immune genetic algorithm (IGA) is applied in the identification of the five parameters of the Jiles–Atherton model and it showed a higher stability compared with the identification result of the differential evolution algorithm (DEA). The identification parameters of the two algorithms were employed, respectively, to calculate the excitation force and it was found that the relative error of IGA was evidently smaller than that of DEA, indicating that the former was more reliable than the latter. According to the identification results of IGA and based on the least square method (LSM), curve-fittings to the magnetic field intensity and magnetization intensity were conducted by using the linear function. And the linear magnetization model was built to replace the Jiles–Atherton model. Research results show that the linear model of the GMV can be established by combining the linear magnetization model with the structural mechanic model as well as the giant magnetostrictive model. The linear magnetization model, which has great engineering application value, can be applied in the open-loop control of the vibrator.

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Aiming at the problems of punctuality, parking accuracy and energy saving of urban rail train operation, an intelligent control method for automatic train operation(ATO) based on deep Q network (DQN) is proposed. The train dynamics model is established under the condition of satisfying the safety principle and various constraints of automatic driving of urban rail train. Considering the transformation rules and sequences of working conditions between train stations, the agent in the DQN algorithm is used as the train controller to adjust the train automatic driving strategy in real time according to the train operating state and operating environment, and optimizes the generation of the train automatic driving curve. Taking the Beijing Yizhuang Subway line as an example, the simulation test results show that the DQN urban rail train control method reduces energy consumption by 12.32% compared with the traditional train PID control method, and improves the running punctuality and parking accuracy; at the same time, the DQN train automatically driving control method can adjust the train running state in real time and dynamically, and has good adaptability and robustness to the change of train running environment parameters.INDEX TERMS urban rail train, DQN algorithm, multi-objective optimization, Automatic driving.

Providing accurate and reliable railway regional environmental data is a key consideration in operation control and dynamic dispatching of high-speed train. However, there are problems of low reliability and high uncertainty in the single data processing of high-speed train operating area environment. Therefore, this paper proposes a novel multisource sensor data fusion method based on a three-level information fusion framework. Firstly, the feature of the same kind of sensor data is extracted by the Kalman Filter (KF) algorithm as the input of back propagation neural network (BPNN). Then input the sample site into the BPNN for training and recognition, the feature fusion of heterogeneous sensor data is carried out, the decision output of BPNN is obtained, the output results are normalized, and its output is used as the basic probability assignment of Dempster–Shafer (D-S) evidence theory and synthesis rules. Finally, the decision fusion of multisource data is realized by D-S evidence theory. The simulation results show that compared with the traditional single fusion algorithm, the algorithm improves the accuracy of the prediction of high-speed train operation environment and reduces the MAPE from 13.82% to 7.455%, and the RMSE from 0.77 to 0.69, and meanwhile, increases the R2 from 0.87 to 0.97.