CN108216167A - Train control method and device - Google Patents
Train control method and device Download PDFInfo
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- CN108216167A CN108216167A CN201611197608.3A CN201611197608A CN108216167A CN 108216167 A CN108216167 A CN 108216167A CN 201611197608 A CN201611197608 A CN 201611197608A CN 108216167 A CN108216167 A CN 108216167A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
- B60T8/245—Longitudinal vehicle inclination
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
- B60T8/246—Change of direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/72—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to a difference between a speed condition, e.g. deceleration, and a fixed reference
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/20—Road shapes
- B60T2210/22—Banked curves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/20—Road shapes
- B60T2210/24—Curve radius
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Regulating Braking Force (AREA)
Abstract
The present invention proposes a kind of Train control method and device, including：Obtain the line condition of train；Load compensation acceleration is generated according to line condition；The control level of train is obtained, and generates traction braking acceleration corresponding with control level；Practical traction braking acceleration is generated according to load compensation acceleration and traction braking acceleration；Practical tractive-braking efforts are obtained, and control train operation according to practical tractive-braking efforts according to practical traction braking acceleration.The tractive-braking efforts of train can be adjusted according to the line condition of train driving and the control level of train by the present invention, the accuracy of load compensation is improved, train operation is made more to stablize, safety.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train control method and device.
Background
Train load compensation refers to that when the running resistance of a train changes due to weight, a vehicle traction braking system adjusts traction force and braking force to ensure that the train has the same or similar acceleration under the same control level.
In the vehicle profile, the vehicle is generally represented by AW0 for empty, AW1 for full passenger, AW2 for constant-weight load, and AW3 for over-weight load. In the existing train load compensation technology, a vehicle-mounted measuring device is generally assembled on a train for measuring the train load. After receiving the current control level of the Train, a Train Control and Management System (TCMS) or a traction brake unit of the Train applies a traction brake force with the control level matched with the Train load according to the Train load measured by the vehicle-mounted measuring device, so as to ensure the operation efficiency and the operation safety of the Train.
However, the existing train load compensation technology only compensates the traction braking force according to the train load, neglects the line condition of train operation and the difference of traction braking performance caused by the line condition, and the compensation of the traction braking force is not accurate enough.
Disclosure of Invention
The object of the present invention is to solve at least to some extent one of the above mentioned technical problems.
Therefore, a first object of the present invention is to provide a train control method, which can adjust the traction braking force of a train according to the running line condition of the train and the control level of the train, thereby improving the accuracy of load compensation and making the train run more stably and safely.
A second object of the present invention is to provide a train control device.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a train control method, including: acquiring the line condition of the train; generating load compensation acceleration according to the line condition; acquiring a control level of the train and generating traction braking acceleration corresponding to the control level; generating actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration; and acquiring actual traction braking force according to the actual traction braking acceleration, and controlling the train to run according to the actual traction braking force.
According to the train control method provided by the embodiment of the invention, the line condition of the train is obtained, the load compensation acceleration is generated according to the line condition, the control level of the train is obtained, the traction braking acceleration corresponding to the control level is generated, the actual traction braking acceleration is generated according to the load compensation acceleration and the traction braking acceleration, finally, the actual traction braking force is obtained according to the actual traction braking acceleration, and the train operation is controlled according to the actual traction braking force. Therefore, the traction braking force of the train can be adjusted according to the running line condition of the train and the control level of the train, the accuracy of load compensation is improved, and the train runs more stably and safely.
In order to achieve the above object, a second aspect of the present invention provides a train control device, including: the acquisition module is used for acquiring the line condition of the train; the generating module is used for generating load compensation acceleration according to the line condition; the processing module is used for acquiring a control level of the train and generating traction braking acceleration corresponding to the control level; the compensation module is used for generating actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration; and the control module is used for acquiring actual traction braking force according to the actual traction braking acceleration and controlling the train to run according to the actual traction braking force.
According to the train control device provided by the embodiment of the invention, the control level of the train is obtained by obtaining the line condition of the train, generating the load compensation acceleration according to the line condition, generating the traction braking acceleration corresponding to the control level, generating the actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration, finally obtaining the actual traction braking force according to the actual traction braking acceleration, and controlling the train to run according to the actual traction braking force. Therefore, the traction braking force of the train can be adjusted according to the running line condition of the train and the control level of the train, the accuracy of load compensation is improved, and the train runs more stably and safely.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic flow chart of a train control method according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a train control method according to another embodiment of the present invention;
fig. 3 is a schematic structural diagram of a train control device according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a train control device according to another embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention. On the contrary, the embodiments of the invention include all changes, modifications and equivalents coming within the spirit and terms of the claims appended hereto.
A train control method and apparatus according to an embodiment of the present invention will be described below with reference to the drawings.
Train load compensation refers to that when the running resistance of a train changes due to weight, a vehicle traction braking system adjusts traction force and braking force to ensure that the train has the same or similar acceleration under the same control level.
In the existing train load compensation technology, a vehicle-mounted measuring device is generally assembled on a train for measuring the train load. After receiving the current control level of the train, a TCMS system or a traction braking unit of the train applies traction braking force with the control level matched with the train load according to the train load measured by the vehicle-mounted measuring device so as to ensure the running efficiency and the running safety of the train.
However, the existing train load compensation technology only performs traction braking force compensation according to train load, and ignores the line condition of train operation. In the actual running process of a train, the train usually encounters the road conditions of uphill slope, downhill slope, tunnel, turning and the like, and the running resistance of the train is different under different road conditions. For example, when a train goes up a slope, the train is subjected to resistance; and when the train goes down a slope, the power is assisted. Therefore, the compensation of the traction braking force based only on the train load is not accurate enough.
In order to make up for the defects of the prior art, the invention provides a train control method which can adjust the traction braking force of a train according to the running line condition of the train and improve the accuracy of the compensation of the traction braking force.
Fig. 1 is a schematic flow chart of a train control method according to an embodiment of the present invention.
As shown in fig. 1, the train control method includes:
s11: and acquiring the line condition of the train.
The line conditions include a slope, a curve equivalent radius, and tunnel information.
In order to implement the train control method of the present invention, in this embodiment, it is necessary to first obtain the line conditions of the gradient of the train operation track, the equivalent radius of the curve, the tunnel information, and the like.
Specifically, the line condition of the train can be acquired in real time by the on-board controller using the industrial bus.
The industrial Bus includes, but is not limited to, an ethernet Bus, a CAN (Controller Area Network) Bus, a serial Bus, and an MVB (Multifunction Vehicle Bus).
S12: load-compensated acceleration is generated based on line conditions.
In this embodiment, after the line condition of the train running track is acquired, the load compensation acceleration may be generated according to the acquired line condition.
It should be noted that, in the present embodiment, a specific process of generating the load compensation acceleration according to the line condition will be given in the following, and in order to avoid repetition, detailed description is not provided here.
S13: and acquiring a control level of the train and generating traction braking acceleration corresponding to the control level.
In order to implement the train control method of the present invention, a control level of the train is also acquired, and a traction braking acceleration corresponding to the control level is generated according to the control level.
Specifically, acquiring a control level of a train includes: and acquiring the load type of the train, and determining the control level according to the load type.
Wherein the load type is measured and obtained by a vehicle load measuring device.
It should be noted that the load type corresponds to the load type and the representation form specified in the vehicle parameter file, and in order to avoid redundancy, the description is not provided here.
It should be understood that the train control level differs for different load types. For example, for the same train, when the load type is the overload load, the control level of the train is higher than that of the train when the load type is the constant load, so that the running efficiency of the train is not affected.
Therefore, the control level of the train can be determined according to the acquired load type by acquiring the load type of the train.
Further, after the control level of the train is determined, the control level of the train may be acquired through an on-board controller or a driver's cab, and a traction braking acceleration corresponding thereto may be generated according to the acquired control level.
Specifically, the traction braking acceleration corresponding to the acquired control level may be generated according to a preset control level-acceleration comparison table. For example, the obtained control level is L, and the traction braking acceleration a _ L corresponding to the control level L is obtained by querying a preset control level-acceleration comparison table.
It should be noted that the control level-acceleration comparison table is preset and can be set according to actual requirements, and the specific content of the table is not limited by the present invention.
S14: and generating actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration.
In this embodiment, after the load compensation acceleration and the traction braking acceleration are generated, the actual traction braking acceleration may be generated according to the load compensation acceleration and the traction braking acceleration.
Specifically, generating an actual traction braking acceleration from the load-compensated acceleration and the traction braking acceleration comprises: the traction braking acceleration and the load compensation acceleration are subtracted to generate an actual traction braking acceleration.
In this embodiment, the actual traction braking acceleration may be obtained by subtracting the generated load compensation acceleration from the generated traction braking acceleration.
It should be understood that if the load compensation acceleration generated in this embodiment is a negative value, the actual traction braking acceleration is greater than the generated traction braking acceleration, that is, the acceleration of train operation needs to be increased to ensure the operation speed of the train; if the generated load compensation acceleration is a positive value, the actual traction braking acceleration is less than the generated traction braking acceleration, that is, the acceleration of train operation needs to be reduced to maintain the train operation speed.
S15: and acquiring actual traction braking force according to the actual traction braking acceleration, and controlling the train to run according to the actual traction braking force.
In this embodiment, after the actual traction braking acceleration of the train is obtained, the actual traction braking force corresponding to the actual traction braking acceleration can be obtained according to the actual traction braking acceleration, and the train is controlled to operate according to the actual traction braking force.
It should be understood that different traction brake accelerations correspond to different traction brake forces, and that the greater the traction brake acceleration, the greater the corresponding traction brake force.
In this embodiment, if the actual traction braking acceleration is greater than the traction braking acceleration generated in this embodiment, the actual traction braking force corresponding to the actual traction braking acceleration is greater than the current traction braking force, that is, the actual traction braking force is a traction force, and when the train is controlled to operate according to the actual traction braking force, the operation speed of the train is increased; and if the actual traction braking acceleration is smaller than the generated traction braking acceleration, the actual traction braking force corresponding to the actual traction braking acceleration is smaller than the current traction braking force, namely the actual traction braking force is the braking force, and when the train is controlled to run according to the actual traction braking force, the running speed of the train is reduced.
According to the train control method, the train line condition is obtained, the load compensation acceleration is generated according to the line condition, the control level of the train is obtained, the traction braking acceleration corresponding to the control level is generated, the actual traction braking acceleration is generated according to the load compensation acceleration and the traction braking acceleration, finally the actual traction braking force is obtained according to the actual traction braking acceleration, and the train operation is controlled according to the actual traction braking force. Therefore, the traction braking force of the train can be adjusted according to the running line condition of the train and the control level of the train, the accuracy of load compensation is improved, and the train runs more stably and safely.
Fig. 2 is a schematic flow chart of a train control method according to another embodiment of the present invention.
As shown in fig. 2, based on the above embodiment, step S12 may include:
s21: a first load-compensated acceleration is generated based on the grade.
In this embodiment, after the line condition of the train running track is acquired, the first load compensation acceleration may be generated according to the gradient in the line condition.
Wherein, the calculation formula of the gradient is shown as the following formula:
slope-ramp vertical height/ramp horizontal length
When the vehicle ascends a slope, the obtained slope is a positive value; when going downhill, the resulting gradient is negative.
Specifically, the gradient may be converted into a first load-compensated acceleration corresponding to the gradient according to the first correspondence table.
Wherein the first correspondence table is used for expressing the correspondence between the gradient and the first load compensation acceleration. In the first corresponding relation table, when the gradient is a negative value, the corresponding first load compensation acceleration is a positive value; when the gradient is positive, the corresponding first load-compensated acceleration is negative. In addition, the larger the gradient, the larger the absolute value of the corresponding first load compensation acceleration.
As an example, in order to ensure accuracy, the accuracy of the gradient may be set to 1/10000, and the corresponding relationship of the first load acceleration and the 1001 sets of gradients-500/10000 to 500/10000 are stored in the first correspondence table. For 500 grades of-500/10000 to-1/10000, the corresponding first load-compensated acceleration is positive and gradually decreases; when the gradient is 0, the running track level of the train at the moment is free of the gradient, and the corresponding first load compensation acceleration is 0; for 500 grades of 1/10000-500/10000, the corresponding first load-compensated acceleration is negative and the absolute value of the first load-compensated acceleration increases gradually.
S22: and generating a second load compensation acceleration according to the equivalent radius of the curve.
In this embodiment, after the line condition of the train running track is obtained, the second load compensation acceleration may be generated according to the curve equivalent radius in the line condition.
Wherein the equivalent radius of the curve is related to the urgency of the curve. The slower the curve is, the larger the equivalent radius of the corresponding curve is, which indicates that the resistance of the curve to the train is smaller; the sharper the curve is, the smaller the equivalent radius of the corresponding curve is, which indicates that the resistance of the curve to the train is larger.
Specifically, generating a second load-compensated acceleration from the curve equivalent radius includes: converting the equivalent radius of the curve into an equivalent gradient corresponding to the equivalent radius of the curve according to a second corresponding relation table; and converting the equivalent gradient into a second load compensation acceleration corresponding to the equivalent gradient according to the first corresponding relation table.
And the second corresponding relation table is used for expressing the corresponding relation between the equivalent radius and the equivalent gradient of the curve. In the second corresponding relation table, different equivalent radiuses of the curve correspond to different equivalent slopes, and the larger the equivalent radius of the curve is, the smaller the corresponding slope is.
It should be noted that, in the second correspondence table, the equivalent gradient corresponding to the equivalent radius of the curve is a positive value.
As an example, assuming that the equivalent radius of the curve is set at intervals of 10 meters, within the equivalent radius of the curve of 100 meters to 10 kilometers, 991 equivalent slopes are required to be configured to correspond to the equivalent radius of the curve, that is, the corresponding relationship between the equivalent radius of the 991 groups of curves and the equivalent slope is required to be stored in the second correspondence table, and as the equivalent radius of the curve increases, the corresponding equivalent slope gradually decreases.
And after the equivalent radius of the curve is converted into the corresponding equivalent gradient according to the set second corresponding relation table, further converting the obtained equivalent gradient into the corresponding second load compensation acceleration according to the first corresponding relation table. Thereby, a second load-compensated acceleration corresponding to the curve equivalent radius in the acquired line condition is finally obtained.
S23: and generating a third load compensation acceleration according to the tunnel information.
In this embodiment, after the line condition of the train running track is obtained, the second load compensation acceleration may be generated according to the tunnel information in the line condition.
Specifically, generating the third load compensation acceleration according to the tunnel information includes: acquiring the running speed of the train; acquiring resistance acceleration corresponding to air resistance at the running speed; and generating a third load compensation acceleration according to the resistance acceleration.
Wherein the third load compensation acceleration and the resistance acceleration are equal in magnitude and opposite in direction.
In this embodiment, when generating the third load compensation acceleration according to the tunnel information, the operation speed of the train is first acquired, the resistance acceleration corresponding to the air resistance is acquired at the acquired operation speed, and the third load compensation acceleration is generated according to the acquired resistance acceleration.
It should be understood that the faster the train is moving, the greater the air resistance experienced by the train, and the greater the resistive acceleration corresponding to the air resistance experienced by the train. Usually, the resistive acceleration is negative, i.e. the direction of the resistive acceleration is opposite to the running direction of the train.
As an example, the obtained running speed of the train is recorded as v, and at the running speed, the resistance acceleration corresponding to the air resistance borne by the train is recorded as a _ v (1+ β). when the train passes through the tunnel, the resistance acceleration caused by the air resistance to the train is a _ v (1+ β), the third load compensation acceleration is-a _ v (1+ β), namely the direction of the third load compensation acceleration is the same as the running direction of the train, and when the train runs on a route without the tunnel, the resistance acceleration a _ v borne by the train is-a _ v, and the third load compensation acceleration is-a _ v.
Wherein β is a preset superposition coefficient, β is greater than 0 when the train passes through the tunnel, the higher the running speed of the train is, the larger the value of β is, and β is 0 when the train does not pass through the tunnel.
It should be noted that, in the train control method provided in this embodiment, the execution sequence of step S21, step S22, and step S23 is not sequential, and the three steps may be executed simultaneously or sequentially, which is not limited in this disclosure.
S24: and generating the load compensation acceleration according to the first load compensation acceleration, the second load compensation acceleration and the third load compensation acceleration.
In this embodiment, after generating the first load compensation acceleration according to the gradient, the second load compensation acceleration according to the curve equivalent radius, and the third load compensation acceleration according to the tunnel information, the load compensation acceleration may be generated according to the obtained first load compensation acceleration, the second load compensation acceleration, and the third load compensation acceleration.
Specifically, the load-compensated acceleration may be generated by superimposing the first, second and third load-compensated accelerations.
As an example, assuming the first load-compensated acceleration as a1, the second load-compensated acceleration as a2, and the third load-compensated acceleration as a3, the load-compensated acceleration a may be expressed as:
a＝a1+a2+a3
according to the train control method provided by the embodiment of the invention, the first load compensation acceleration is generated according to the gradient, the second load compensation acceleration is generated according to the equivalent radius of the curve, and the third load compensation acceleration is generated according to the tunnel information to obtain the load compensation acceleration, so that the corresponding load compensation acceleration can be obtained according to the line condition of train operation, the influence of the line condition on the traction and braking performance of the train is considered, and the accuracy of load compensation is further improved.
In order to implement the above embodiment, the present invention further provides a train control device, and fig. 3 is a schematic structural diagram of the train control device according to an embodiment of the present invention.
As shown in fig. 3, the train control device includes: an acquisition module 310, a generation module 320, a processing module 330, a compensation module 340, and a control module 350. Wherein,
the Train Control device is a Train Control and Management System (TCMS) or a traction brake Control apparatus.
The obtaining module 310 is configured to obtain a train line condition.
The line conditions include a slope, a curve equivalent radius, and tunnel information.
Specifically, the obtaining module 310 may obtain the line condition of the train in real time through an on-board controller.
Alternatively, the obtaining module 310 may obtain the line condition of the train in real time by using an industrial bus through an on-board controller.
The industrial bus includes, but is not limited to, an ethernet bus, a CAN bus, a serial bus, and an MVB bus.
A generating module 320 for generating a load compensated acceleration according to the line condition.
And the processing module 330 is configured to obtain a control level of the train and generate a traction braking acceleration corresponding to the control level.
Specifically, the processing module 330 is configured to:
acquiring the load type of the train, wherein the load type is acquired by measuring through vehicle load measuring equipment;
and determining a control level according to the load type.
Further, after the processing module 330 determines the control level of the train, the control level of the train may be obtained through the onboard controller or the driver's cab, and the traction braking acceleration corresponding to the obtained control level may be generated according to the obtained control level.
And a compensation module 340 for generating an actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration.
Specifically, the compensation module 340 is configured to:
the traction braking acceleration and the load compensation acceleration are subtracted to generate an actual traction braking acceleration.
And the control module 350 is configured to obtain an actual traction braking force according to the actual traction braking acceleration, and control the train to operate according to the actual traction braking force.
It should be noted that the explanation of the embodiment of the train control method in the foregoing embodiment is also applicable to the train control device in this embodiment, and the implementation principle is similar, and is not described herein again.
According to the train control device provided by the embodiment of the invention, the control level of the train is obtained by obtaining the line condition of the train, generating the load compensation acceleration according to the line condition, generating the traction braking acceleration corresponding to the control level, generating the actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration, finally obtaining the actual traction braking force according to the actual traction braking acceleration, and controlling the train to run according to the actual traction braking force. Therefore, the traction braking force of the train can be adjusted according to the running line condition of the train and the control level of the train, the accuracy of load compensation is improved, and the train runs more stably and safely.
Fig. 4 is a schematic structural diagram of a train control device according to another embodiment of the present invention.
As shown in fig. 4, based on the method shown in fig. 3, the generating module 320 includes:
a first generating unit 321 for generating a first load-compensated acceleration according to the gradient.
Specifically, the first generating unit 321 is configured to:
and converting the gradient into a first load compensation acceleration corresponding to the gradient according to a first corresponding relation table, wherein the first corresponding relation table is used for expressing the corresponding relation between the gradient and the first load compensation acceleration.
And a second generating unit 322, configured to generate a second load-compensated acceleration according to the equivalent radius of the curve.
Specifically, the second generating unit 322 is configured to:
converting the equivalent radius of the curve into an equivalent gradient corresponding to the equivalent radius of the curve according to a second corresponding relation table, wherein the second corresponding relation table is used for expressing the corresponding relation between the equivalent radius of the curve and the equivalent gradient;
and converting the equivalent gradient into a second load compensation acceleration corresponding to the equivalent gradient according to the first corresponding relation table.
A third generating unit 323 for generating a third load-compensated acceleration according to the tunnel information.
Specifically, the third generating unit 323 is configured to:
acquiring the running speed of the train;
acquiring resistance acceleration corresponding to air resistance at the running speed;
and generating a third load compensation acceleration according to the resistance acceleration, wherein the third load compensation acceleration and the resistance acceleration have the same magnitude and opposite directions.
A fourth generating unit 324 for generating a load-compensated acceleration from the first, second and third load-compensated accelerations.
Specifically, the fourth generating unit 324 is configured to:
the first, second, and third load-compensated accelerations are superimposed to generate a load-compensated acceleration.
It should be noted that the explanation of the embodiment of the train control method in the foregoing embodiment is also applicable to the train control device in this embodiment, and the implementation principle is similar, and is not described herein again.
According to the train control device provided by the embodiment of the invention, the first load compensation acceleration is generated according to the gradient, the second load compensation acceleration is generated according to the equivalent radius of the curve, and the third load compensation acceleration is generated according to the tunnel information to obtain the load compensation acceleration, so that the corresponding load compensation acceleration can be obtained according to the line condition of train operation, the influence of the line condition on the traction and braking performance of the train is considered, and the accuracy of load compensation is further improved.
It should be noted that the terms "first," "second," and the like in the description of the present invention are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In addition, in the description of the present invention, "a plurality" means two or more unless otherwise specified.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (23)
1. A train control method, comprising:
acquiring the line condition of the train;
generating a load compensation acceleration according to the line condition;
acquiring a control level of the train and generating traction braking acceleration corresponding to the control level;
generating actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration;
and acquiring actual traction braking force according to the actual traction braking acceleration, and controlling the train to run according to the actual traction braking force.
2. The method of claim 1, wherein obtaining the line condition of the train comprises:
and acquiring the line condition of the train in real time through a vehicle-mounted controller.
3. The method of claim 1, wherein the line conditions include grade, curve equivalent radius, and tunnel information, and wherein generating a load-compensated acceleration based on the line conditions comprises:
generating a first load-compensated acceleration in dependence on the grade;
generating a second load compensation acceleration according to the equivalent radius of the curve;
generating a third load compensation acceleration according to the tunnel information;
and generating the load compensation acceleration according to the first load compensation acceleration, the second load compensation acceleration and the third load compensation acceleration.
4. The method of claim 3, wherein generating a first load-compensated acceleration based on the grade comprises:
and converting the gradient into a first load compensation acceleration corresponding to the gradient according to a first corresponding relation table, wherein the first corresponding relation table is used for expressing the corresponding relation between the gradient and the first load compensation acceleration.
5. The method of claim 3, wherein generating a second load-compensated acceleration based on the curve equivalent radius comprises:
converting the equivalent radius of the curve into an equivalent gradient corresponding to the equivalent radius of the curve according to a second corresponding relation table, wherein the second corresponding relation table is used for expressing the corresponding relation between the equivalent radius of the curve and the equivalent gradient;
and converting the equivalent gradient into a second load compensation acceleration corresponding to the equivalent gradient according to a first corresponding relation table.
6. The method of claim 3, wherein generating a third load-compensated acceleration from the tunnel information comprises:
acquiring the running speed of the train;
acquiring resistance acceleration corresponding to air resistance at the running speed;
and generating the third load compensation acceleration according to the resistance acceleration, wherein the third load compensation acceleration and the resistance acceleration have the same magnitude and opposite directions.
7. The method of claim 3, wherein generating the load-compensated acceleration from the first, second, and third load-compensated accelerations comprises:
superimposing the first load-compensated acceleration, the second load-compensated acceleration, and the third load-compensated acceleration to generate the load-compensated acceleration.
8. The method of claim 1, wherein obtaining the control level of the train comprises:
acquiring the load type of the train, wherein the load type is acquired by measuring through vehicle load measuring equipment;
and determining the control level according to the load type.
9. The method of claim 1, wherein obtaining the control level of the train comprises:
and acquiring the control level of the train through a vehicle-mounted controller or a driver cab.
10. The method of claim 1, wherein generating an actual traction braking acceleration from the load-compensated acceleration and the traction braking acceleration comprises:
subtracting the traction braking acceleration and the load compensation acceleration to generate the actual traction braking acceleration.
11. The method of claim 2, wherein obtaining the line condition of the train in real time by an onboard controller comprises:
and acquiring the line condition of the train in real time by utilizing an industrial bus, wherein the industrial bus comprises an Ethernet bus, a CAN bus, a serial port bus and an MVB bus.
12. A train control device, comprising:
the acquisition module is used for acquiring the line condition of the train;
the generating module is used for generating load compensation acceleration according to the line condition;
the processing module is used for acquiring the control level of the train and generating traction braking acceleration corresponding to the control level;
the compensation module is used for generating actual traction braking acceleration according to the load compensation acceleration and the traction braking acceleration;
and the control module is used for acquiring actual traction braking force according to the actual traction braking acceleration and controlling the train to run according to the actual traction braking force.
13. The apparatus of claim 12, wherein the acquisition module is to:
and acquiring the line condition of the train in real time through a vehicle-mounted controller.
14. The apparatus of claim 12, wherein the line conditions include grade, curve equivalent radius, and tunnel information, the generating module including:
a first generation unit configured to generate a first load compensation acceleration in accordance with the gradient;
the second generating unit is used for generating a second load compensation acceleration according to the equivalent radius of the curve;
a third generating unit, configured to generate a third load compensation acceleration according to the tunnel information;
a fourth generating unit configured to generate the load-compensated acceleration according to the first, second, and third load-compensated accelerations.
15. The apparatus of claim 14, wherein the first generating unit is to:
and converting the gradient into a first load compensation acceleration corresponding to the gradient according to a first corresponding relation table, wherein the first corresponding relation table is used for expressing the corresponding relation between the gradient and the first load compensation acceleration.
16. The apparatus of claim 14, wherein the second generating unit is to:
converting the equivalent radius of the curve into an equivalent gradient corresponding to the equivalent radius of the curve according to a second corresponding relation table, wherein the second corresponding relation table is used for expressing the corresponding relation between the equivalent radius of the curve and the equivalent gradient;
and converting the equivalent gradient into a second load compensation acceleration corresponding to the equivalent gradient according to a first corresponding relation table.
17. The apparatus of claim 14, wherein the third generating unit is to:
acquiring the running speed of the train;
acquiring resistance acceleration corresponding to air resistance at the running speed;
and generating the third load compensation acceleration according to the resistance acceleration, wherein the third load compensation acceleration and the resistance acceleration have the same magnitude and opposite directions.
18. The apparatus of claim 14, wherein the fourth generating unit is to:
superimposing the first load-compensated acceleration, the second load-compensated acceleration, and the third load-compensated acceleration to generate the load-compensated acceleration.
19. The apparatus of claim 12, wherein the processing module is to:
acquiring the load type of the train, wherein the load type is acquired by measuring through vehicle load measuring equipment;
and determining the control level according to the load type.
20. The apparatus of claim 12, wherein the processing module is to:
and acquiring the control level of the train through a vehicle-mounted controller or a driver cab.
21. The apparatus of claim 12, wherein the compensation module is to:
subtracting the traction braking acceleration and the load compensation acceleration to generate the actual traction braking acceleration.
22. The apparatus of claim 13, wherein the acquisition module is to:
and acquiring the line condition of the train in real time by utilizing an industrial bus, wherein the industrial bus comprises an Ethernet bus, a CAN bus, a serial port bus and an MVB bus.
23. The apparatus of claim 12, wherein the train control device is a train control and management system or a traction brake control device.
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