CN110304113B - Method for automatically adjusting automatic driving and stopping precision of train - Google Patents
Method for automatically adjusting automatic driving and stopping precision of train Download PDFInfo
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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
- B60T8/32—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
- B60T8/321—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 deceleration
- B60T8/3235—Systems specially adapted for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
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Abstract
The invention discloses a method for automatically adjusting the automatic driving and stopping precision of a train, which avoids the influence of larger difference of vehicle electric braking and air braking performances on the ATO stopping precision by introducing a parameter delta v correction speed calculation formula. Meanwhile, the corrected value of the parameter delta v is automatically adjusted by combining historical stop precision data and the current control strategy state, so that the problems that the braking performances of different vehicles are different and the performances of the same vehicle are changed in different time periods are solved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method for automatically adjusting the automatic driving and stopping precision of a train.
Background
In an urban rail transit system, Automatic Train Operation (ATO) is an important subsystem of an automatic train control system (ATC), can simulate and complete the task of driving a train, and realizes operation control of train traction, braking, automatic turning back and the like by utilizing ground information, so that the train is always in an optimal operation state, the riding comfort of passengers and the punctuality rate of the train are improved, and energy is saved. In addition, it also provides the functions of fixed-point parking, car door control and train positioning information feedback for the station. The ATO reduces the cost of train operation, increases the operation flexibility, makes intensive departure possible, and is a reliable technical guarantee for the urban rail transit to enter the automation era. The parking precision of the train at the platform is an important index for evaluating the control performance of the ATO train, and the higher requirement is that the train stops within +/-30 cm of a target parking point at a probability of 99.999 percent, and the index ensures that the train door and the platform screen door are aligned with each other, so that passengers can get on and off the train conveniently. If the parking precision is too poor, the distance between the train door and the center line of the shielding door exceeds 50cm, passengers can not get on or off the train, the passengers need to intervene by drivers to stop accurately again, the operation efficiency can be influenced, and the night is caused.
The ATO parking precision is closely related to the vehicle braking performance, and the signal system matches the vehicle performance by adjusting parameters in the ATO model, so that accurate parking is guaranteed. The braking of the subway vehicle consists of two systems, namely electric braking and air braking. Electric braking is achieved by reversing the traction motor, while air braking uses friction between the wheel tread and the brake shoes to decelerate. The electric brake has short response time and stable deceleration performance, but the braking force at low speed is small, so that the braking requirement cannot be completely met, and air braking needs to be supplemented. The starting speed of the air brake intervention is typically 5-8 km/h. The switching between electric braking and air braking is shown in figure 2. When the train reaches the speed conversion point agreed by both parties, the air brakes start to apply braking force (t0), and the electric brakes delay for a short time and then start to decay (t1) due to slow response of the air brakes, and finally the electric brakes are completely withdrawn (t 2). But the braking performance of the subway vehicle at a low speed is not stable. When the performance difference between the electric braking performance and the air braking performance of the vehicle is large, the same braking force command can cause different deceleration feedback, and common ATO control methods (such as PID control, namely proportional-integral-derivative controller control) have certain ductility, cannot ensure that the speed is controlled to the expected speed before the vehicle stops, and influence the parking precision.
On the other hand, the same train set typically uses the same ATO parameters, but braking performance may vary from vehicle to vehicle, and performance of the same vehicle may change over time. Therefore, the parking accuracy of most vehicles is good, and some vehicles are poor, or the overall parking accuracy becomes poor after a period of operation, and the most serious condition needs to readjust the parameter release software, which consumes a lot of time.
Disclosure of Invention
The invention aims to provide a method for automatically adjusting the automatic driving and stopping precision of a train, which solves the problem of difference between the braking performance of electric braking and air braking and the problem of difference between the braking performance of different trains and change of the performance of the same train in different time periods.
The technical scheme for realizing the purpose is as follows:
a method for automatically adjusting the automatic driving and stopping precision of a train comprises the following steps:
step S1, determining the speed v of the coasting stage according to the train characteristics0And a vehicle braking response delay t;
step S2, calculating the braking rate a of the braking stage according to the current platform protection distance, and then taking the discretization value ai0.4+0.05i, wherein i ═ [ (a-0.4)/0.05]；aiHas the unit of m/s2；
Step S3, according to the formula:
performing a calculation wherein v1iIndicating the speed of the brake release phase; j represents a vehicle deceleration change rate; Δ viIndicating and braking stage braking rate aiCorresponding velocity correction parameter, Δ viAll initialized to 0;
step S4, when the train speed reaches v1iContinuously reducing the braking force command according to the deceleration change rate j of the vehicle until the braking force command is 0;
step S5, when the deceleration of the train is less than 0.05m/S2At the moment, the current speed v of the train is recordedc；
Step S6, according to the current speed vcAnd velocity v0Comparing, adjusting a traction braking command, and recording whether the traction braking command is output;
step S7, when the train detects the approaching disk, recording the target distance of the current stopping point as d1Then outputting a maximum braking command to brake, and recording the target distance of the parking point after parking as d2Calculating the parking accuracy s ═ d1-d2-0.5；
Step S8, according to the parking accuracy S and the speed vcAnd velocity v0And whether an over-traction braking command is output, increasing or decreasing Δ viA value of (d);
step S9, repeating steps S2-S8 each time the train stops, and continuously adjusting delta viAnd the preset optimal parking precision is achieved.
Preferably, the train characteristics include: ideally, the train applies the maximum braking command and stops after traveling the stopping distance L.
Preferably, the parking distance L is 0.5 m.
Preferably, in step S6, the traction braking command is adjusted using the ATO control method.
Preferably, the step S8 includes:
step S81, setting the adjustment quantity as [ | S |/0.1 ]. delta, wherein delta is the unit adjustment amplitude;
step S82, judging vc-v0If yes, go to step S83; if not, go to step S84;
step S83, when S is larger than 0.1m, pressing Δ vi-＝[|s|/0.1]Delta reduction Δ vi(ii) a Otherwise, not adjusting;
step S84, judging whether the coasting stage outputs the over-traction braking command, if so, increasing delta v by taking delta as an adjusting valuei(ii) a If not, entering the next step;
step S85, when | S | is less than 0.1m, namely the parking precision is good, no adjustment is carried out; otherwise, entering the next step;
step S86, when S is larger than 0.1m, pressing Δ vi-＝[s|/0.1]Delta reduction Δ vi(ii) a Otherwise, press Δ vi+＝[s|/0.1]Delta increase Δ vi。
Preferably, in the debugging stage, delta is set to be 0.05 m/s; in the operation stage, δ is set to 0.01 m/s.
The invention has the beneficial effects that: in the conversion stage of vehicle electric braking and air braking, the invention avoids the influence of larger performance difference of vehicle electric braking and air braking on the ATO parking precision by introducing a parameter delta v correction speed calculation formula. Meanwhile, the parameter delta v is automatically adjusted to achieve the optimal parking precision, manual adjustment is replaced by automatic adjustment, and a large amount of debugging time and labor cost are saved. The problem of different car braking performance have the difference and the same car performance changes in different time quantums is solved.
Drawings
FIG. 1 is a flow chart of a method of automatically adjusting the accuracy of an autonomous train stop of the present invention;
FIG. 2 is a schematic diagram of a prior art electric brake to air brake transition;
FIG. 3 is a schematic diagram of an ATO stop-and-mark model under ideal conditions;
FIG. 4 is a flow chart of the automatic adjustment of ATO parameters in the present invention.
Detailed Description
The invention will be further explained with reference to the drawings.
At the present stage, a certain error exists in the positioning accuracy of the rail transit signal system, and in order to eliminate the error, an approaching disc is generally installed at a parking point for auxiliary positioning. The ideal ATO station-stopping and benchmarking model is divided into the following stages (as shown in FIG. 3):
1) the fixed braking rate decelerates (braking phase).
2) The brake is turned to idle (brake release phase).
3) Lazy, waiting to detect an approaching disk (lazy phase).
4) Maximum brake application is stopped after the approach to the disc is detected (braking phase).
Velocity v of the coasting phase0The parking precision is directly influenced, the length of the approach disc is 1 meter, and according to the characteristics of vehicle braking delay and the like, a proper speed value needs to be selected, so that the train can be stopped after just 0.5 meter of running after the maximum braking command is applied, and the optimal parking precision is achieved. Velocity v0Generally in the range of 0.3 to 0.35 m/s. Reverse deduction according to a control strategy, v0The key to achieving the desired value is the speed v at which the brake release phase is initiated1. Ideally, if the braking rate in the braking stage is a, the braking response delay of the vehicle is t, the deceleration rate of the vehicle is j, and then v is1The calculation formula is as follows:
then according to v0＝0.3m/s，a＝0.7m/s2，t＝1s，j＝0.5m/s3Calculation of v11.49 m/s-5.364 km/h, which is just in the speed range of vehicle electro-pneumatic conversion, and the electric braking performance and air braking performance have inevitable difference, the actual deceleration curve can not reach the ideal smooth speed. If the deceleration changes greatly, the general ATO control method (such as PID control) is to monitorThe braking force command is adjusted after the speed is detected to be not in accordance with the expected value, but the vehicle response has time delay and cannot immediately respond to the command change, so that a certain time is needed for re-adjusting the speed to the expected value, and the train can stop before the speed is adjusted to the expected value at low speed, so that the stopping precision is poor.
In the invention, based on the characteristic that the deceleration of the electric idle conversion stage of the vehicle is unstable, a parameter delta v is introduced on the basis of a formula (1) to express the speed difference between the theoretical situation and the actual situation in the whole electric idle conversion process, and the formula after correction is as follows:
the main work of ATO debugging is: after determining the other parameters, Δ v is adjusted to achieve the desired velocity v for the coasting phase0The value is obtained. However, the air brake performance of the vehicle is not stable, the same brake cylinder pressure is output, and the deceleration of different vehicles may have difference, mainly related to the brake shoe running-in degree. And the same vehicle may change in performance over time. Obviously, all vehicles cannot meet the condition by using a fixed Δ v parameter, so that the condition that the parking precision of most vehicles is good can often happen, but some vehicles are poor, or the overall parking precision is poor after a period of operation, and in the most serious condition, the parameter release software needs to be readjusted, so that a lot of time is consumed.
In order to solve the problem, the invention introduces a function of automatically adjusting the Δ v parameter, how to adjust the parameter needs to determine a judgment basis, the most direct basis is the parking precision, if the actual parking point exceeds the target parking point (overshooting), the Δ v is reduced, otherwise, the Δ v is increased. Because the positioning system has errors, the parking precision can not be directly calculated through position information, and the calculation is carried out through a proximity disc signal. And from the detection of the approaching disc to the parking, the difference between the distance traveled by the train and 0.5m is the parking accuracy. The detection error of the approaching disc at low speed is relatively small, typically less than 0.1 m.
Actual ADuring the TO stop, if the actual speed of the coasting stage is equal TO the expected speed v0There is a bias that may output a braking or traction command in order to improve parking accuracy, rather than always holding coasting. The condition of under-stop caused by output braking or overshoot caused by output traction needs to be filtered, and then the delta v is adjusted according to the stopping precision, wherein the flow is shown in figure 4. After multiple stop adjustments, the parameter Δ v can be converged to a relatively stable value to match the current braking performance of the vehicle.
The concrete description is as follows:
firstly, the braking rate a of each stop braking phase is not fixed, generally, the travel time is shorter when the braking rate is larger, and on the other hand, the speed curve of the braking phase is limited by the protection distance of each platform, so that the braking rate varies from platform to platform. In brief, in the formula (2), v1Is a function of a as a variable. Meanwhile, at different braking rates, the braking force command output by the ATO is different, and the difference value between the electric braking and the air braking of the vehicle is also different, so that the delta v is also a function with a as a variable. For simple processing, the braking rate needs to be discretized, and the parking braking rate is limited to 0.4-0.8m/s2At 0.05m/s2The dispersion is carried out for the interval,
ai＝0.4+0.05i i＝1,2,…,8 (3)
then equation (2) becomes:
aiindicating the braking rate, v, of the braking phase1iIndicating the speed of the brake-off phase, Δ viIndicating and braking stage braking rate aiCorresponding speed correction parameters.
Specifically, referring to fig. 1, the method for automatically adjusting the automatic driving and stopping precision of the train according to the present invention includes the following steps:
step S1, determining the speed v of the coasting stage according to the train characteristics0And a vehicle braking response delay t; ensure ideal conditionsAnd then, after the maximum braking command is applied, the train stops after just driving about 0.5m, and the optimal stopping precision is achieved. Namely: ideally, the train applies the maximum braking command and stops after traveling the stopping distance L. The parking distance L is 0.5 m.
Step S2, when entering the station, the braking rate a is calculated according to the protection distance of the current station platform, and the limitation is 0.4-0.8m/S2Within the range, set as a, take
i＝[(a-0.4)/0.05] (5)
Then with aiThe speed profile of the braking phase is calculated as the braking rate. Namely: setting the braking rate a in the braking phasei＝0.4+0.05i；aiHas the unit of m/s2。
Step S3, calculating according to formula (4) to obtain v1i。
Step S4, when the train speed reaches v1iAnd then (calculating a corresponding value i according to the braking rate a, and then taking a corresponding value v1i), and continuously reducing the braking force command according to the vehicle deceleration rate change rate j until the braking force command is 0, thereby ensuring the comfort of passengers.
Step S5, when the deceleration of the train is close to 0 (the deceleration is less than 0.05 m/S)2Judgment), entering a coasting stage, and recording the current speed vc。
Step S6, according to the current speed vcWith desired speed v0And (3) comparing, using the traditional ATO control method to adjust the traction braking command, and recording whether the traction braking command is output.
Step S7, when the train detects the approaching disk, recording the target distance of the current stopping point as d1Then outputting a maximum braking command to brake, and recording the target distance of the parking point after parking as d2(if the stopping point has been exceeded, d2Negative number), the parking accuracy s ═ d is calculated1-d2-0.5，s>0 denotes an overshoot, s<0 represents under-stop.
Step S8, according to the parking accuracy S and the speed vcAnd velocity v0And whether an over-traction braking command is output, increasing or decreasing Δ viThe value of (c). Specifically, as shown in FIG. 4, includesThe following steps:
in step S81, the adjustment amount is set to [ | S |/0.1 ]. δ. Wherein, delta is the unit adjustment amplitude, and the initial debugging stage takes a larger value to ensure the convergence as soon as possible, and is generally set as 0.05 m/s; in order to prevent the default caused by too large adjustment range in the operation stage, a smaller value can be adopted, and is generally set to be 0.01 m/s.
Step S82, judging vc-v0If yes, go to step S83; if not, the process proceeds to step S84.
Step S83, when S is larger than 0.1m, pressing Δ vi-＝[|s|/0.1]Delta reduction Δ vi(ii) a Otherwise, no adjustment is made.
Step S84, judging whether the coasting stage outputs the over-traction braking command, if so, increasing delta v by taking delta as an adjusting valuei(ii) a If not, the next step is carried out.
Step S85, if S is less than 0.1m, namely the parking precision is good, no adjustment is carried out; otherwise, the next step is entered.
Step S86, when S is larger than 0.1m, pressing Δ vi-＝[|s|/0.1]Delta reduction Δ vi(ii) a Otherwise, press Δ vi+＝[|s|/0.1]Delta increase Δ vi。
Step S9, repeating steps S2-S8 each time the train stops, and continuously adjusting delta viTo achieve the preset optimal parking precision, so that the delta viFinally, it tends to be stable,. DELTA.viThe trend to be stable shows that the parking precision is within 0.1 meter.
The above embodiments are provided only for illustrating the present invention and not for limiting the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and therefore all equivalent technical solutions should also fall within the scope of the present invention, and should be defined by the claims.
Claims (5)
1. A method for automatically adjusting the automatic driving and stopping precision of a train is characterized by comprising the following steps:
step S1, determining the speed v of the coasting stage according to the train characteristics0And a vehicle braking response delay t;
step S2, calculating the braking rate a of the braking stage according to the current platform protection distance, and then taking the discretization value ai0.4+0.05i, wherein i ═ [ (a-0.4)/0.05]；aiHas the unit of m/s2；
Step S3, according to the formula:
performing a calculation wherein v1iIndicating the speed of the brake release phase; j represents a vehicle deceleration change rate; Δ viIndicating and braking stage braking rate aiCorresponding velocity correction parameter, Δ viAll initialized to 0;
step S4, when the train speed reaches v1iContinuously reducing the braking force command according to the deceleration change rate j of the vehicle until the braking force command is 0;
step S5, when the deceleration of the train is less than 0.05m/S2At the moment, the current speed v of the train is recordedc；
Step S6, according to the current speed vcAnd velocity v0Comparing, adjusting a traction braking command, and recording whether the traction braking command is output;
step S7, when the train detects the approaching disk, recording the target distance of the current stopping point as d1Then outputting a maximum braking command to brake, and recording the target distance of the parking point after parking as d2Calculating the parking accuracy s ═ d1-d2-0.5；
Step S8, according to the parking accuracy S and the speed vcAnd velocity v0And whether an over-traction braking command is output, increasing or decreasing Δ viA value of (d);
step S9, repeating steps S2-S8 each time the train stops, and continuously adjusting delta viThe preset optimal parking precision is achieved;
the step S8 includes:
step S81, setting the adjustment quantity as [ | S |/0.1 ]. delta, wherein delta is the unit adjustment amplitude;
step S82, judging vc-v0If yes, go to step S83; if not, go to step S84;
step S83, when S is larger than 0.1m, pressing Δ vi-＝[|s|/0.1]Delta reduction Δ vi(ii) a Otherwise, not adjusting;
step S84, judging whether the coasting stage outputs the over-traction braking command, if so, increasing delta v by taking delta as an adjusting valuei(ii) a If not, entering the next step;
step S85, when | S | is less than 0.1m, namely the parking precision is good, no adjustment is carried out; otherwise, entering the next step;
step S86, when S is larger than 0.1m, pressing Δ vi-＝[|s|/0.1]Delta reduction Δ vi(ii) a Otherwise, press Δ vi+＝[|s|/0.1]Delta increase Δ vi。
2. The method for automatically adjusting the precision of automatic train driving and stopping according to claim 1, wherein the train characteristics are: ideally, the train applies the maximum braking command and stops after traveling the stopping distance L.
3. The method for automatically adjusting the automatic driving stopping accuracy of a train according to claim 2, wherein the stopping distance L is 0.5 m.
4. The method for automatically adjusting the automated train driving and stopping accuracy according to claim 1, wherein in step S6, the traction braking command is adjusted by using an ATO control method.
5. The method for automatically adjusting the automatic driving and stopping precision of a train according to claim 1, wherein in the debugging stage, δ is set to 0.05 m/s; in the operation stage, δ is set to 0.01 m/s.
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