CN107539298B - Method and system for controlling air brake of train - Google Patents
Method and system for controlling air brake of train Download PDFInfo
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- CN107539298B CN107539298B CN201710769097.6A CN201710769097A CN107539298B CN 107539298 B CN107539298 B CN 107539298B CN 201710769097 A CN201710769097 A CN 201710769097A CN 107539298 B CN107539298 B CN 107539298B
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Abstract
The invention provides a method for controlling air brake of a train, which comprises the following steps: judging whether the train is in an air braking state; if the train is not in the air braking state, predicting the corresponding speed of the train at each position later if the train continuously provides the maximum electric braking force at the current position based on the train operation data in the non-air braking state; and judging whether the speed of at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions, if so, starting air braking.
Description
Technical Field
The invention relates to the field of train control, in particular to a method and a system for controlling air braking of a train.
Background
In the ATO (automatic train control system) control technology widely applied to urban rail transit, the technical attention is to accurate parking and automatic train speed regulation. But the technology cannot be directly transplanted and applied to locomotive freight vehicles, locomotive passenger vehicles and even power-concentrated motor train units. The main reason is that the ATO is not suitable for trains with unfixed marshalling mode, wide range of transportation lines, complex line conditions and electric-air hybrid braking system.
Due to the restriction of factors such as unfixed marshalling mode, wide transportation line range, complex line condition, electric-air hybrid mode of a braking system and the like, the control of rolling stock and motor train unit vehicles by an ATO (automatic train control) control technology is difficult.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The invention provides a method and a system for controlling air brake of a train, which can control the start and release of the air brake in real time and avoid the condition of overspeed of the train.
In accordance with the above object, the present invention provides a method of air brake control of a train, the method comprising: judging whether the train is in an air braking state; if the train is not in the air braking state, predicting the corresponding speed of the train at each position later if the train continuously provides the maximum electric braking force at the current position based on the train operation data in the non-air braking state; and judging whether the speed of at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions, if so, starting air braking.
In one embodiment, the non-air brake status train operation data includes: current speed, maximum electric braking force, ramp acceleration, current traction force, traction-to-electric braking delay.
In an embodiment, the method further comprises: if the train is in an air braking state, predicting the running speed of the train and the position of the train after the air braking release time constant based on train running data in the air braking state; judging whether the running speed is lower than or equal to the emergency speed limit corresponding to the position; if so, the air brake is relieved.
In one embodiment, the air brake status train operation data includes: current speed, maximum electric brake force, ramp acceleration, current tractive force.
In one embodiment, the emergency speed limit corresponding to the location is the sum of the limited speed and the allowed speed threshold corresponding to the location.
In one embodiment, the speed limit corresponding to the position is obtained by querying a speed limit function.
Corresponding to the method, the invention also provides a system for controlling air brake of the train, which comprises: the vehicle-mounted data device is used for judging whether the train is in an air braking state or not; and the air braking module is used for judging whether the speed of at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions or not when the train continuously provides the maximum electric braking force at the current position, and starting air braking if the speed of at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions, wherein the train operation data in the non-air braking state is stored in the vehicle-mounted data device.
In one embodiment, the non-air brake status train operation data includes: current speed, maximum electric braking force, ramp acceleration, current traction force, traction-to-electric braking delay.
In one embodiment, the air brake calculation device is further configured to, if the train is in an air brake state, predict the running speed of the train and the position of the train after the air brake release time constant based on train operation data in the air brake state, and determine whether the running speed is lower than or equal to an emergency speed limit corresponding to the position; and the air brake module is also used for relieving air brake if the running speed is lower than or equal to the emergency speed limit corresponding to the position, wherein the train running data in the air brake state is stored in the vehicle-mounted data device.
In one embodiment, the air brake status train operation data includes: current speed, maximum electric brake force, ramp acceleration, current tractive force.
In one embodiment, the emergency speed limit corresponding to the location is the sum of the limited speed and the allowed speed threshold corresponding to the location.
In one embodiment, the speed limit corresponding to the position is obtained by querying a speed limit function, wherein the speed limit function is stored in the vehicle-mounted data device.
In summary, the method and system for controlling air brakes of a train according to the present invention determine whether the train may overspeed by predicting the speed, and control the air brakes to be turned on or off based on the determination result.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.
FIG. 1 shows a speed diagram of a train on a large downhill grade;
FIG. 2 is a flow chart illustrating one aspect of a method of airbrake control of a train in accordance with the present invention;
FIG. 3 illustrates a flow chart of a method of controlling air brake release;
FIG. 4 illustrates a schematic diagram of one aspect of the system for air brake control of a train of the present invention.
Description of reference numerals:
40: a system for air brake control of a train;
401: a vehicle-mounted data device;
402: an air brake calculation device;
403: an air brake module.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.
The invention provides a method and a device for controlling air braking of a train, which can control the opening and closing of the air braking of the train in real time and avoid the phenomenon of overspeed of the train.
The existing trains are equipped with a device for providing electric braking force and a device for providing air braking, and the two devices are matched to realize braking on the trains.
In the case of a straight road, the speed of the train is usually controlled using only electric braking force to avoid overspeed.
In some situations, such as a large downhill stretch, where it is desirable to provide a higher braking force to the train, it is desirable to incorporate air brakes that provide a greater braking force.
To determine whether air braking is required to be activated, please first refer to fig. 1, where fig. 1 shows a speed diagram of a train on a large downhill slope, where the abscissa is the distance axis and the ordinate is the speed axis.
Curve 101 is the target travel speed of the train and curve 102 represents the emergency speed limit for the train at each location, i.e., the speed of the train at any one point cannot exceed the speed represented by curve 102.
The dashed line 103 represents the change in train speed if air braking is not applied at the appropriate time, and it can be seen that if air braking is not applied at the appropriate time, the train speed will exceed the emergency speed limit at a location, such as points a and B in the figure.
If air braking is employed at an appropriate time in order not to cause the speed of the train to exceed the emergency speed limit, the speed profile of the train is the speed profile shown by the curve 101. The points at which air braking is applied are, for example, points C and D in the figure.
To determine when and where air braking is required of a train, the present invention provides a method of air brake control of a train, and referring to fig. 2, fig. 2 shows a flow chart of one aspect of a method of air brake control of a train of the present invention, the method comprising:
step 201: judging whether the train is in an air braking state;
step 202: if the train is not in the air braking state, predicting the corresponding speed of the train at each position later if the train continuously provides the maximum electric braking force at the current position based on the train operation data in the non-air braking state;
step 203: judging whether the speed at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions,
step 204: if yes, air braking is started.
Firstly, whether the train is in an air braking state or not is judged, and if the train is not in the air braking state, whether the train is in the air braking state or not is judged.
Whether the air brake state is activated or not is calculated based on the train running data in the non-air brake state, that is, it is determined based on the actual running state of the train.
Based on the train operation data in the non-air braking state, the corresponding speed of the train at each position later is predicted if the train continuously provides the maximum electric braking force at the current position, and of course, in order to reduce the calculation amount, the corresponding speed at each position in a large downhill section may be simply predicted in a normal case.
That is, if the maximum electric braking force, that is, the full-load electric braking force is continuously supplied in the current state where the train is running, the speed of the train at each subsequent position is calculated.
The reason for predicting the speed at each location is that the train cannot exceed the emergency speed limit at any one location.
In one embodiment, the non-airbrake state train operation data includes: current speed, maximum electric braking force, ramp acceleration, current traction force, traction-to-electric braking delay.
Wherein, the greater the current speed of the train is, the greater the danger of overspeed is indicated; the larger the maximum electric braking force which can be provided by the train is, the more easily the train is decelerated, and the less danger of overspeed is; the ramp acceleration is related to the steepness of the ramp, the steeper the ramp, the larger the ramp acceleration, the harder the train is to be decelerated, and the greater the risk of overspeed is; the larger the current traction force is, the harder the train is to be decelerated, and the larger the overspeed danger is; the delay from traction to electric braking refers to the delay required by the train to be switched from the traction state of the train to the maximum electric braking state, and the larger the delay is, the higher the possibility of overspeed is.
The corresponding speed of the train at each position behind can be predicted through the train operation data in the non-air braking state.
And then, judging whether the speed of at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions. As can be seen from fig. 1, each location corresponds to an emergency speed limit, after the speed of each location is predicted, the predicted speed of each location is compared with the emergency speed limit at the location, if the predicted speed is greater than the emergency speed limit, it is indicated that the train may overspeed, and at this time, air braking needs to be started to further brake the train, so as to ensure that the train does not overspeed.
The use of air brakes has the feature that if the train is in an air brake state, there is an air brake release time constant when the air brakes are released to the point where the air brakes are fully released.
The use of air brakes also has a hard requirement that they are not able to be re-activated on their way to release the air brake, which would otherwise directly damage the associated equipment.
To activate the air brake, the air brake must be activated with the air brake fully released.
This places a demand on the release of the airbrakes to ensure that the speed of the train at any subsequent location does not exceed the emergency speed limit within the airbrake release time constant when the airbrakes are released.
Referring to fig. 3, fig. 3 shows a flow chart of a method of controlling air brake release, the method comprising:
step 301: if the train is in an air braking state, predicting the running speed of the train and the position of the train after the air braking release time constant based on train running data in the air braking state;
step 302: judging whether the running speed is lower than or equal to the emergency speed limit corresponding to the position;
step 303: if so, the air brake is relieved.
Firstly, the position of the train and the running speed of the train are predicted after the train releases the air brake at the moment and the time when the air brake is released to be completely released, namely the time constant of releasing the air brake.
Since the speed of the train is continuously increased after the air brake is released, and the speed after the air brake is released for a time constant can reach the maximum speed under the condition that the air brake cannot be applied, if the predicted running speed at the position is lower than or equal to the emergency speed limit corresponding to the position, the air brake can be released.
In one embodiment, the air brake status train operation data includes: current speed, maximum electric braking force, ramp acceleration, current tractive force,
wherein, the greater the current speed of the train is, the greater the danger of overspeed is indicated; the larger the maximum electric braking force which can be provided by the train is, the more easily the train is decelerated, and the less danger of overspeed is; the ramp acceleration is related to the steepness of the ramp, the steeper the ramp, the larger the ramp acceleration, the harder the train is to be decelerated, and the greater the risk of overspeed is; the greater the current tractive effort, the more difficult it is to slow down the train and the greater the risk of overspeed.
In one embodiment, the emergency speed limit for each location is the sum of the speed limit and the allowable speed threshold for that location. In fig. 1, a curve 104 is a limiting speed of the train at each position, the limiting speed is slightly higher than the emergency speed limiting curve 102, and a difference value between the limiting speed and the emergency speed limit at each position is an allowable speed threshold.
In one embodiment, the speed limit corresponding to each position is obtained by querying a speed limit function.
And the speed limit function records the relation between each position and the speed limit corresponding to the position.
The speed limiting function is calculated by taking the locomotive train braking performance parameters as basic conditions by taking the constraint conditions such as train position, marshalling information, speed limit, locomotive signals and the like as the basis of line data (slopes, bends, roads, bridges, tunnels and the like).
In response to the above method, the present invention further provides a system for controlling air brake of a train, please refer to fig. 4, and fig. 4 shows a schematic structural diagram of an aspect of the system for controlling air brake of a train according to the present invention.
The system 40 for air brake control of a train comprises: a vehicle-mounted data device 401 for judging whether the train is in an air brake state,
the air brake calculation device 402 acquires the judgment result of the vehicle-mounted data device 401, if the judgment result is that the train is not in the air brake state, based on the train operation data in the non-air brake state, predicts the corresponding speed of the train at each position after the train when the train continuously provides the maximum electric brake force at the current position,
and the air brake module 403 is configured to obtain a relevant speed value predicted by the air brake calculation device 402, determine whether the speed at least one position after the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions, and start air braking if the speed at the at least one position after the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions, where train operation data in a non-air braking state is stored in the vehicle-mounted data device 401.
In one embodiment, the non-airbrake state train operation data includes: current speed, maximum electric braking force, ramp acceleration, current traction force, traction-to-electric braking delay.
In an embodiment, if the train is in the air braking state, the air braking computing device 402 is configured to predict the running speed of the train and the position of the train after the air braking release time constant based on the train operation data in the air braking state, determine whether the running speed is lower than or equal to the emergency speed limit corresponding to the position, the air braking module 403 obtains the determination result of the air braking computing device 402, and if the running speed is lower than or equal to the emergency speed limit corresponding to the position, the air braking module is configured to relieve the air braking, wherein the train operation data in the air braking state is stored in the onboard data device 401.
In one embodiment, the air brake status train operation data includes: current speed, maximum electric brake force, ramp acceleration, current tractive force.
In one embodiment, the emergency speed limit corresponding to a location is the sum of the speed limit corresponding to the location and the allowable speed threshold.
In one embodiment, the speed limit corresponding to the position is obtained by querying a speed limit function, wherein the speed limit function is stored in the vehicle-mounted data device 401.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (12)
1. A method of air brake control of a train, the method comprising:
judging whether the train is in an air braking state;
if the train is not in the air braking state, predicting the corresponding speed of the train at each position later if the train continuously provides the maximum electric braking force at the current position based on the train operation data in the non-air braking state;
judging whether the speed at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions,
if yes, air braking is started.
2. The method of claim 1, wherein the non-airbrake state train operation data comprises:
current speed, maximum electric braking force, ramp acceleration, current traction force, traction-to-electric braking delay.
3. The method of claim 1, wherein the method further comprises:
if the train is in an air braking state, predicting the running speed of the train and the position of the train after the air braking release time constant based on train running data in the air braking state;
judging whether the running speed is lower than or equal to the emergency speed limit corresponding to the position;
if so, the air brake is relieved.
4. The method of claim 3, wherein the airbrake status train operation data comprises:
current speed, maximum electric brake force, ramp acceleration, current tractive force.
5. The method of claim 1, wherein the emergency speed limit for the location is a difference between a speed limit for the location and an allowable speed threshold.
6. The method of claim 5, wherein the speed limit corresponding to the location is obtained by querying a speed limit function.
7. A system for air brake control of a train, the system comprising:
the vehicle-mounted data device is used for judging whether the train is in an air braking state or not;
an air brake calculating device for predicting the corresponding speed of the train at each position later when the train continuously provides the maximum electric braking force at the current position based on the train operation data in the non-air brake state if the train is not in the air brake state,
and the air braking module is used for judging whether the speed of at least one position behind the current position of the train is greater than or equal to the emergency speed limit corresponding to the positions or not, if so, starting air braking, wherein the train operation data in the non-air braking state is stored in the vehicle-mounted data device.
8. The system of claim 7, wherein the non-airbrake state train operation data comprises:
current speed, maximum electric braking force, ramp acceleration, current traction force, traction-to-electric braking delay.
9. The system of claim 7,
the air brake calculating device is also used for predicting the running speed of the train and the position of the train after the air brake release time constant based on the train running data in the air brake state if the train is in the air brake state, and judging whether the running speed is lower than or equal to the emergency speed limit corresponding to the position;
and the air brake module is also used for relieving air brake if the running speed is lower than or equal to the emergency speed limit corresponding to the position, wherein the train running data in the air brake state is stored in the vehicle-mounted data device.
10. The system of claim 9, wherein the air brake status train operation data comprises:
current speed, maximum electric brake force, ramp acceleration, current tractive force.
11. The system of claim 7, wherein the emergency speed limit for the location is a difference between a speed limit for the location and an allowable speed threshold.
12. The system of claim 11, wherein the speed limit corresponding to the location is obtained by querying a speed limit function, wherein the speed limit function is stored in the vehicle-mounted data device.
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| CN201710769097.6A CN107539298B (en) | 2017-08-31 | 2017-08-31 | Method and system for controlling air brake of train |
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| CN107539298B true CN107539298B (en) | 2020-06-12 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110116721B (en) * | 2018-02-06 | 2021-08-20 | 株洲中车时代电气股份有限公司 | Train speed limit control method and management system for rail transit |
| CN111231689B (en) * | 2020-02-17 | 2021-08-31 | 中国神华能源股份有限公司神朔铁路分公司 | Heavy-duty train braking method, device, system and storage medium |
| CN111391880A (en) * | 2020-04-09 | 2020-07-10 | 中车青岛四方车辆研究所有限公司 | Control method and control system for air-electricity hybrid braking of locomotive |
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