CN111231689A - Heavy-duty train braking method, device, system and storage medium - Google Patents

Heavy-duty train braking method, device, system and storage medium Download PDF

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Publication number
CN111231689A
CN111231689A CN202010095652.3A CN202010095652A CN111231689A CN 111231689 A CN111231689 A CN 111231689A CN 202010095652 A CN202010095652 A CN 202010095652A CN 111231689 A CN111231689 A CN 111231689A
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train
braking
deceleration
expected
current
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CN111231689B (en
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田劲松
贺佳
王志波
屈波
常建和
张全明
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Shenshuo Railway Branch of China Shenhua Energy Co Ltd
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Shenshuo Railway Branch of China Shenhua Energy Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application relates to a heavy-duty train braking method, device, system and storage medium. When the heavy-duty train needs deceleration braking, the expected deceleration is obtained according to the current speed and the expected speed of the train, electric braking is carried out, and if the electric braking cannot reach the expected deceleration, air braking is further applied. The train pipe decompression amount corresponding to the air brake can be obtained according to the current deceleration, the expected deceleration and through test pre-stored parameters obtained by performing a train pipe through test on the train. Based on the method, in the automatic driving and braking process of the train, the pressure reduction amount can be determined by combining the current deceleration, the expected deceleration and data obtained by a train through test, and air braking is carried out, so that the influence of factors such as the difference of individual braking systems of the locomotive on automatic driving can be reduced, the self-adaptive process of braking force is realized, the mechanical loss caused to the train and the influence on the braking effect are effectively reduced, and the driving safety is further ensured.

Description

Heavy-duty train braking method, device, system and storage medium
Technical Field
The application relates to the technical field of intelligent driving of tracks, in particular to a heavy-duty train braking method, device, system and storage medium.
Background
The heavy-duty freight railway is widely valued by railways of various countries in the world due to large capacity, high efficiency and low transportation cost, and has a great position particularly for our country with broad breadth and unevenly distributed east and west resources. Under the basic strategy of 'transporting western coal to east', the heavy-duty freight locomotive plays an irreplaceable role. In order to improve the operating efficiency of heavy-duty freight locomotives and further reduce the cost of heavy-duty freight railways, rail transit at home and abroad is rapidly developing in the fields of unmanned driving and automatic driving.
The braking of the locomotive is mainly electric braking and air braking, the electric braking generally converts the kinetic energy of the locomotive into electric energy or heat energy with large resistance, the air braking mainly obtains the frictional resistance of the braking by tightly attaching a brake shoe to a wheel tread through air pressure, the frictional resistance between the brake shoe and the wheel belongs to the internal force of the locomotive, the running state of the locomotive cannot be changed, and the locomotive is decelerated and stopped by a reaction force, namely the adhesive force, transmitted to the locomotive from a track through the frictional resistance. In the running process of the current heavy-duty freight locomotive, the decompression amount during air braking is controlled by the experience of a driver, and manual brake release decompression is carried out according to the railway running specification, so that the aim of braking the locomotive is fulfilled. In the implementation process, the inventor finds that at least the following problems exist in the conventional technology: operation errors exist according to experience operation, and braking effects of different locomotives are different, so that mechanical loss of the locomotives is easily caused, and the braking effects are influenced.
Disclosure of Invention
Based on this, it is necessary to provide a braking method, device, system and storage medium for heavy-duty trains, aiming at the problem that the conventional air braking easily causes mechanical loss of locomotives and affects the braking effect.
In order to achieve the above object, in one aspect, an embodiment of the present application provides a heavy haul train braking method, including:
obtaining expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
when the electric brake is fully loaded and the current deceleration of the train is smaller than the expected deceleration, obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test; the pre-stored parameters of the penetration test are obtained by performing a train pipe penetration test on the train;
and applying air brake according to the train pipe decompression amount.
In one embodiment, after the step of applying air brakes according to the train pipe decompression amount, the method further comprises the following steps:
and when the current deceleration after air braking is smaller than the expected deceleration, obtaining updated train pipe decompression amount according to the difference between the current deceleration after air braking and the expected deceleration and the pre-stored parameters of the penetration test, and adding air braking according to the updated train pipe decompression amount until the current deceleration after air braking reaches the expected deceleration.
In one embodiment, the pass-through pre-stored parameters include correction factors.
The step of obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test comprises the following steps:
obtaining braking force according to the difference value between the current deceleration and the expected deceleration and the mass of the train;
and acquiring the brake decompression amount according to the braking force, and processing the brake decompression amount by adopting a correction coefficient to obtain the train pipe decompression amount.
In one embodiment, after the step of applying the air brake according to the train pipe decompression amount, the method further comprises the following steps:
when the current deceleration after air braking reaches the expected deceleration, judging whether the time of the train reaching the next deceleration position is longer than the train pipe relieving time; and if so, relieving the train pipe.
In one embodiment, the pre-stored parameters of the breakthrough test include the time required for depressurization.
The step of applying air brakes in response to train pipe depressurization comprises:
the time of input is confirmed according to the time required for decompression, and air brake of the train pipe decompression amount is applied at the time of input.
In one embodiment, before the step of obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train, the method further comprises the steps of:
and when the train pipe through test is finished, storing the parameters obtained by the test according to a preset data format to obtain the through test prestored parameters.
In one embodiment, before the step of obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train, the method further comprises the following steps:
and judging whether deceleration braking is needed or not according to the acquired road condition information, the state information of the annunciator, the weather information, the current vehicle speed and the expected speed.
On the other hand, this application embodiment still provides a heavy haul train arresting gear, includes:
the electric braking module is used for obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
the pressure reducing amount obtaining module is used for obtaining the train pipe pressure reducing amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test when the electric brake is put into full load and the current deceleration of the train is smaller than the expected deceleration; the pre-stored parameters of the penetration test are obtained by performing a train pipe penetration test on the train;
and the air brake module is used for applying air brake according to the train pipe decompression amount.
In one embodiment, a heavy-duty train braking system is provided, comprising:
the automatic driving system stores prestored parameters of the through test;
and the train operation monitoring system is in communication connection with the automatic driving system.
The automatic driving system is used for realizing the heavy-load train braking method.
In one embodiment, a computer storage medium is provided, having a computer program stored thereon, which when executed by a processor, implements a heavy-duty train braking method as described above.
One of the above technical solutions has the following advantages and beneficial effects:
when the heavy-duty train needs deceleration braking, the expected deceleration is obtained according to the current speed and the expected speed of the train, electric braking is carried out, and if the electric braking cannot reach the expected deceleration, air braking is further applied. The train pipe decompression amount corresponding to the air brake can be obtained according to the current deceleration, the expected deceleration and through test pre-stored parameters obtained by performing a train pipe through test on the train. Based on the method, in the automatic driving and braking process of the train, the pressure reduction amount can be determined by combining the current deceleration, the expected deceleration and data obtained by a train through test, and air braking is carried out, so that the influence of factors such as the difference of individual braking systems of the locomotive on automatic driving can be reduced, the self-adaptive process of braking force is realized, the mechanical loss caused to the train and the influence on the braking effect are effectively reduced, and the driving safety is further ensured.
Drawings
Other features, objects and advantages of the present application will become more apparent upon reading of the following detailed description of non-limiting embodiments thereof, made with reference to the accompanying drawings in which:
FIG. 1 is a first schematic flow chart diagram of a method of braking a heavy haul train in one embodiment;
FIG. 2 is a second schematic flow chart diagram of a method of braking a heavy haul train in one embodiment;
FIG. 3 is a third schematic flow chart diagram of a method of braking a heavy haul train in one embodiment;
FIG. 4 is a fourth schematic flow chart diagram of a method of braking a heavy haul train in one embodiment;
FIG. 5 is a fifth schematic flow chart diagram of a method of braking a heavy haul train in one embodiment;
FIG. 6 is a schematic diagram of the structure of a heavy haul train braking system in one embodiment;
FIG. 7 is a schematic diagram of a heavy haul train braking system according to one embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Preferred embodiments of the present application are shown in the drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element and be integral therewith, or intervening elements may also be present.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
The subway and the high-speed rail are operated in a distributed traction mode, a locomotive and a trailer are mixed to marshal to ensure that each section is provided with a power device, traction braking can be simultaneously realized, and the stable operation of a train is ensured. In the subway and the high-speed rail, a delay control mode is adopted for reducing the abrasion of a brake disc and a brake shoe, electric braking is preferentially used, then air braking is carried out, and the air braking can be carried out again at any time in the process of relieving the air inflation. Different from subway trains and high-speed railway trains, in heavy-duty freight railways, freight trains run in a centralized traction mode, only locomotives at the locomotive heads have power devices, freight trains connected with the locomotives only have air braking capacity, air pressure reduction braking of train pipes is uniformly carried out by connecting the train pipes of all the trains together, when the heavy-duty freight locomotives are fully loaded, the length of the train bodies is usually thousands of meters, a certain time is needed for transmitting braking waves from the locomotive heads to the tail heavy loads after a pressure reduction command is sent out, and due to the particularity of a braking system of the freight trains, the air braking of the freight trains can be carried out in a stage application mode, but the air charging is required once for relieving, and the pressure reduction braking command cannot be applied again in the relieving process. Because the air-filling relief time of a kilometer of a train body is long, air brake can not be applied in the process, harmful impulse can be generated to a heavy-duty locomotive by a brake, and how to apply the air brake to the heavy-duty train is always a difficulty.
When the train is air braked, the friction force acts on the rolling wheel tread by the pressure of the brake shoe, and the braking force B is K.phi K, wherein K is the brake shoe pressure and phi K is the friction coefficient. The friction coefficient of a brake shoe is related to various factors, including the material and manufacturing process of the brake shoe, the pressure of the brake shoe, the running speed of a train, the climate and the like, and different locomotive individuals can be distinguished. While the maximum adhesion during braking is greatly affected by the weather, in rainy and snowy weather, the maximum adhesion is greatly reduced. The adhesion is similar to a static friction between the wheel and the rail, which is closely related to the condition of the rail and the wheel, weather conditions, etc. When the frictional resistance is larger than the maximum adhesive force between the wheel rails, the phenomena of wheel locking, motor idling and the like can be caused, so that the braking adhesive force is changed from static friction force to sliding friction force between the wheel rails, the braking capability is greatly weakened, and the driving safety is influenced.
At present, the mode of determining the decompression amount in the freight locomotive braking process is that a driver judges the required decompression amount by experience and brakes the locomotive at a place where the speed is too high and braking is needed according to the control specification of a railway bureau, and the main defects of the mode comprise:
a) the driver's experience is inconsistent, the decompression amount is used as the judgment basis, and the braking effect is not used as the judgment basis; the operation is carried out according to experience, operation errors exist, when the corresponding pressure reduction amount is achieved, the corresponding braking effect is not obtained, a driver can frequently add pressure reduction, effective braking cannot be carried out in time, and mechanical loss of the locomotive can be caused.
b) Drivers cannot effectively prevent the difference of braking performance existing among different train individuals. Because the material and the manufacturing process of the brake shoe are fixed for a vehicle, the friction coefficient of the brake shoe in the air braking process can be changed according to the brake shoe pressure, the train running speed and the climate, so that the brake force is inconsistent under the condition of the same decompression amount. When the train speed is high or the brake shoe pressure is high, the heat generated between the brake shoe and the wheel is increased, so that the contact surface is softened, and the friction coefficient is reduced.
c) The influence of the driver on the train braking due to weather cannot be prevented. When the train runs in rainy and snowy weather, the adhesion force of the train is reduced due to weather reasons, the braking force of a rail surface is reduced, the braking effect of a heavy-duty freight train is weakened, and the phenomenon of idling can occur in severe situations, so that the damage to wheels and rails is caused.
To this end, in one embodiment, there is provided a heavy-duty train braking method, as shown in fig. 1, comprising:
step S110, obtaining expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
step S120, when the electric brake is put into full load and the current deceleration of the train is smaller than the expected deceleration, obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test; the pre-stored parameters of the penetration test are obtained by performing a train pipe penetration test on the train;
and step S130, applying air brake according to the train pipe decompression amount.
Specifically, when the train needs to be decelerated and braked, the current speed of the train can be acquired through a speed sensing device, a train operation monitoring system or a locomotive network and the like, the expected deceleration required by the train brake is obtained according to the current speed and the expected speed required by the deceleration and braking, and the electric brake is applied. The train starts to decelerate under the electric brake, meanwhile, whether the current deceleration of the train reaches the expected deceleration is monitored, and if the electric brake is fully loaded and the current deceleration of the train is smaller than the expected deceleration, the air brake needs to be applied.
The desired deceleration and the difference between the current deceleration and the desired deceleration may be used for adaptive control of the train braking force. Specifically, the required input decompression amount of the air brake can be obtained according to the current deceleration, the expected deceleration and the pre-stored parameters of the through test. Illustratively, the braking force or the decompression amount required by the train can be obtained based on the difference value between the current deceleration and the expected deceleration, then the train pipe penetration test is carried out on the train to obtain prestored parameters of the penetration test, the braking force or the decompression amount is adjusted according to the individual condition of the train, and further the train pipe decompression amount meeting the individual condition of the train and meeting the braking requirement is obtained. The air brake is applied according to the obtained train pipe decompression amount, the self-adaptive adjustment of the train brake force is realized, the mechanical loss and the brake effect reduction caused by experience operation are avoided, the train operation efficiency is improved, the influence of factors such as the individual brake system difference of the locomotive on automatic driving is reduced, and the safe operation of the train is ensured. In one example, after the train applies air brake according to the train pipe decompression amount, the current deceleration of the train can reach the expected deceleration within a preset time, and the braking requirement of the train is met. In another example, after the train applies air brake according to the train pipe decompression amount, the current deceleration of the train fails to reach the expected deceleration within the preset time, and the train can acquire a new train pipe decompression amount according to the current latest deceleration, and further perform additional decompression, thereby achieving the process of train brake force self-adaptation. In other words, the train can repeat the step of acquiring the train pipe decompression amount during the process of applying the air brake, and further realize multi-stage additional decompression.
It should be noted that the embodiment of the present application may be implemented by a computer device such as an automatic driving system and a control system of a train, and is not limited specifically here. The expected speed may be a target speed for the service brake, and may be calculated or read by, for example, a train autonomous system or a driver assistance system, etc. The expected deceleration can be the acceleration in the braking process of the train and can be obtained based on the current speed and the expected speed; specifically, the braking request may be determined according to a required path or time of the train, and the like, and is not particularly limited herein. The electric brake is put into full load, which means that the electric brake equipment of the train outputs the maximum resistance to perform deceleration braking. The current deceleration mentioned in the embodiments of the present application can be calculated or read by a locomotive network or a train operation monitoring system, etc., and is not limited herein.
The pre-stored parameters of the penetration test are data obtained by performing a train pipe penetration test on the train. The braking effect of the heavy-duty train is weakened due to uncontrollable factors such as weather, for example, the rail surface adhesion force is changed by weather factors, and the difference of brake shoes is also caused; the brake shoe friction coefficient is reduced, the influence of weather conditions on the adhesive force cannot be directly obtained through calculation, and the train braking effect of the train under different conditions can be measured through a train pipe through test. Specifically, in the process of each departure operation of a train, a train pipe penetration test is carried out in a downhill area to comprehensively know the braking performance of the train. Specifically, the penetration test can calculate the effect of braking force according to the running distance of the train in the process by fixing the decompression amount and the slow speed to obtain the deceleration of the train in the fixed decompression and the time of the decompression and air inflation stages in the process, so that the braking parameters of different trains in different running states are obtained, and the braking parameters can be used as the basis for self-adaptive adjustment of braking force. For example, the through-test prestored parameters may include correction parameters, a decompression time, a charging and discharging time, and a mapping coefficient of deceleration and decompression amount, and the like, and are not limited herein. In one example, the train pipe decompression amount can be obtained according to the difference value between the current deceleration and the expected deceleration and the correction coefficient; in another example, the train pipe decompression amount may be obtained according to a difference between the current deceleration and the expected deceleration and a mapping coefficient of the deceleration and the decompression amount, which is not specifically limited herein.
According to the embodiment of the application, in the automatic driving and braking process, the pressure reduction amount can be determined by combining the current deceleration, the expected deceleration and the data obtained by the train through test, the influence of factors such as the difference of an individual braking system of a locomotive on automatic driving can be reduced, the self-adaption process of braking force is realized, the mechanical loss of the train and the influence on the braking effect are effectively reduced, the influence of weather on train braking in the automatic driving process of a heavy-load train is reduced, and the driving safety is ensured.
In one embodiment, as shown in fig. 2, after the step of applying the air brake according to the train pipe decompression amount, the method further comprises:
and step S140, when the current deceleration after air braking is smaller than the expected deceleration, obtaining the updated train pipe decompression amount according to the difference value between the current deceleration after air braking and the expected deceleration and the pre-stored parameters of the penetration test, and adding air braking according to the updated train pipe decompression amount until the current deceleration after air braking reaches the expected deceleration.
Specifically, after air braking is applied according to the train pipe decompression amount, the current deceleration after the air braking is monitored, and whether the current deceleration after the air braking is smaller than the expected deceleration is judged; if so, the updated train pipe decompression amount can be obtained according to the current deceleration after air braking, the expected deceleration and the prestored parameters of the penetration test, and then the air braking is added according to the new train pipe decompression amount. It should be noted that the process of monitoring the current deceleration, updating the train pipe decompression amount and adding air brake can be repeatedly operated until the current deceleration reaches the expected deceleration, and the adaptive adjustment process of the train braking force is realized.
It should be noted that, the process of obtaining the updated train pipe decompression amount according to the current deceleration after air braking, the expected deceleration and the pre-stored parameters of the penetration test may be similar to the process of obtaining the train pipe decompression amount, and the description is not repeated here. In the embodiment of the present application, the fact that the current deceleration reaches the expected deceleration may mean that the current deceleration is greater than or equal to the expected deceleration, or that the current deceleration satisfies the expected deceleration, which is not particularly limited herein. The brake force can be increased for the train during the braking process. The embodiment of the application can realize continuous correction of the braking effect, so that the optimal decompression amount is selected, the mechanical loss of the locomotive is reduced, and the driving safety is ensured.
In one embodiment, the pass-through pre-stored parameters include correction factors.
Specifically, under different operating conditions, the train correction coefficients can be different, the train pipe decompression amount can be confirmed and the braking force can be adjusted based on the correction coefficients obtained through the penetration test, the mechanical loss can be effectively reduced, the braking effect and efficiency can be improved, and the operation safety can be improved.
In one embodiment, as shown in fig. 3, the step of obtaining the train pipe decompression amount according to the difference between the current deceleration and the expected deceleration and the pre-stored parameters of the penetration test comprises:
and step S122, obtaining the braking force according to the difference value between the current deceleration and the expected deceleration and the mass of the train.
And step S124, obtaining the brake decompression amount according to the braking force, and processing the brake decompression amount by adopting the correction coefficient to obtain the train pipe decompression amount.
Specifically, based on the current deceleration, the expected deceleration and the mass of the train, the braking force required by the train to reach the expected deceleration can be calculated; the brake decompression amount can be obtained based on the relation between the braking force and the pressure intensity; furthermore, the brake decompression amount is corrected based on a correction parameter capable of feeding back the current brake effect of the train, so that more accurate train pipe decompression amount can be obtained. Based on this, this application embodiment can combine through test to obtain the correction coefficient and obtain the train pipe decompression volume, can further optimize the effect of air braking, reduces locomotive mechanical loss, improves the braking effect.
In one embodiment, as shown in fig. 2, after the step of applying the air brake according to the train pipe decompression amount, the method further comprises the steps of:
step S150, when the current deceleration after air braking reaches the expected deceleration, judging whether the time of the train reaching the next deceleration position is longer than the train pipe relief time; and if so, relieving the train pipe.
Specifically, when the current deceleration after air braking reaches the expected deceleration, it may be considered that braking is completed, and at this time, it may be determined whether the time required to reach the position where deceleration braking is required again in front is longer than the train pipe relief time by calculating the time required to reach the position, and if so, the train pipe may be relieved. Based on the self-adaptive control method, the self-adaptive control can be carried out on the braking force of the train through the parameters measured by the vehicle penetration test; the current deceleration of the train is continuously close to the expected deceleration, so that the self-adaptive process of the braking force of the train is achieved; and whether the front needs to be braked or not can be judged according to the front line information, so that the time, the position and the like of relieving the train pipe are judged.
In one embodiment, the pre-stored parameters of the breakthrough test include the time required for depressurization.
Specifically, the time required for decompression can be used for the train to confirm the timing of the amount of decompression applied. In addition, the prestored parameters of the penetration test can also comprise air charging and discharging time and the like, and can be used for judging the application time, the adding time, the relieving time and the like of the air brake in the running process.
In one embodiment, the step of applying air brakes in accordance with train pipe depressurization comprises:
the time of input is confirmed according to the time required for decompression, and air brake of the train pipe decompression amount is applied at the time of input.
Specifically, the input timing of the decompression amount is confirmed based on the decompression required time obtained by the penetration test in combination with the time or position point of the deceleration requirement, and the corresponding train pipe decompression amount is applied at the input timing; based on this, this application embodiment can select optimum decompression volume and decompression opportunity, guarantees driving safety.
In one embodiment, as shown in fig. 4, before the step of obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train, the method further comprises the steps of:
and S106, when the train pipe through test is finished, storing the parameters obtained by the test according to a preset data format to obtain the through test prestored parameters.
Specifically, parameters of train pipe penetration tests of the trains are obtained in time and stored in a preset data format, so that the parameters can be called when air braking is needed in the following process.
The preset data format can be selected according to the actual requirements of the train. Illustratively, a locomotive is used as an information unit, data such as correction coefficients obtained by a penetration test are stored according to a binary data format, and the data are updated after the penetration test of each train is completed. In one example, after the automatic driving system is started, the automatic driving system may read the pre-stored parameter file and store the pre-stored parameter file in the cache area according to a corresponding data format. In addition, the through-test pre-stored parameters such as the correction coefficients can be replaced by other data formats such as JSON, XML, etc., and are not limited herein.
In one embodiment, as shown in fig. 4, before the step of obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train, the method further includes:
and S108, judging whether deceleration braking is needed or not according to the acquired road condition information, the signal machine state information, the weather information, the current vehicle speed and the expected speed.
Specifically, acquiring road condition information, signal machine state information and weather information of a road section in front of the train, and judging whether deceleration braking is needed or not based on the current speed of the train and the expected speed of the road section in front; if so, obtaining the expected deceleration according to the current speed and the expected speed of the train and carrying out electric braking. The train operation monitoring system comprises a traffic signal machine, a train operation monitoring system, a traffic signal machine state information acquisition module and a traffic signal machine state information acquisition module, wherein the traffic signal machine state information and the traffic signal machine state information can be acquired by the train operation monitoring system; the weather information may be acquired by a weather system, and is not particularly limited herein.
In one embodiment, as shown in FIG. 5, the braking process based on the heavy-duty train braking method may be as follows:
(1) the train receives the state of the front signal machine and the road condition information and judges whether deceleration braking is needed or not;
(2) calculating the expected deceleration a by combining the current speed and the expected speed of the trainEAnd performing electric braking;
(3) when the electric brake is fully applied, the current deceleration a of the passing trainNWith the desired deceleration aEThe difference is combined with the running state of the train at the moment to confirm a corresponding correction coefficient sigma, and then the decompression amount required to be input by air braking is calculated;
(4) judging the time for starting to input the decompression amount according to the decompression required time measured by the through test;
(5) updating the current deceleration a of the trainNContinuously repeating the steps (3) and (4);
(6) and after the braking process is finished, judging whether the train pipe can be relieved or not according to the acquired front line information and the measured train pipe relieving time. Whether the time required for reaching the position where air braking is needed again in the front is longer than the time for releasing the train pipe is judged through calculation, and if the time is longer than the time for releasing the train pipe, the train pipe can be released.
In one embodiment, the process of braking based on the heavy-duty train braking method may also be as follows:
1. the locomotive is used as an information unit, the parameters measured in each penetration test are stored as a penetration test parameter pre-stored file according to a certain binary data format, and the parameters are updated after the penetration test is finished each time.
2. After the automatic driving system is started, the automatic driving system reads the pre-stored file and stores the pre-stored file in the cache area according to the corresponding data format.
3. And acquiring road condition information in front of locomotive running, the state of a signal machine and weather information through a train running monitoring system and a meteorological information system.
4. And judging whether the speed needs to be reduced or not according to the current speed, the expected speed, the front road condition information and the state of the signal machine of the locomotive.
5. Calculating the expected deceleration a of the train according to the current state information, the expected speed and the like of the locomotiveEAnd performs electric braking.
6. The current deceleration a of the train can be obtained by monitoring the deceleration of the train in real timeN(ii) a Current deceleration a of train if electric brake is fullNIs still less than the desired deceleration aEThen, it is determined that air braking is required at this time.
7. By the desired deceleration aE and the current deceleration a of the vehicleNCalculating the required train pipe decompression amount by combining the difference and prestored parameters of the penetration test; based on the longitudinal dynamics of the train and the train traction braking schedule, the actual brake shoe pressure of each brake shoe of the locomotive is calculated by using a formula:
Figure BDA0002385253290000141
wherein d iszTo the brake cylinder diameter, PzFor brake cylinder air pressure, ηzCalculating transmission efficiency, gamma, for a foundation braking devicezTo brake multiplying power, nzFor the number of brake cylinders, nkThe parameters are related to the brake structure, are fixed for the vehicle and can be obtained by consulting the brake parameter table. At the same time, the brake cylinder pressure is proportional to the train pipe pressure, i.e. Pz2.5r, r is the rail pressure; brake shoe pressure is also proportional to brake force, i.e., B ═ K · Φ K. The train pipe decompression amount r is often set in a through test, the actual train pipe decompression amount can be detected through locomotive network data, a correction coefficient can be obtained through the train pipe set decompression amount and the actual train decompression amount at the moment, the actual train pipe decompression amount and train parameters can be substituted into the formula (1) to calculate the value of a through test K, a through test braking force B can be obtained through measuring the through test deceleration through a sensor, the brake shoe friction coefficient phi K of each train can be obtained through substituting B ═ K phi K, and the brake shoe friction coefficient also serves as a through test prestored parameter. The difference between the expected deceleration and the current deceleration is represented by delta a, the brake force delta B is the product of the deceleration delta a and the train mass m, the brake shoe pressure K which is needed is obtained by substituting B in K phi K, the required brake cylinder air pressure is obtained by substituting the formula in a reverse mode, the required train pipe pressure is obtained, and the required train pipe pressure is subtracted from the current train pressure to obtain the required decompression amount; the brake shoe friction coefficient phi K is related to factors such as brake shoe pressure K, train speed and weather, so in order to obtain the train pipe decompression amount required under different conditions, the brake decompression amount can be corrected through prestored parameters of a penetration test, for example, the brake decompression amount is multiplied by a correction coefficient sigma, so that the more accurate train pipe decompression amount is obtained.
8. And (3) continuously monitoring the current deceleration of the train after applying the air brake with the corresponding decompression amount, and continuously repeating the step (7) to perform additional decompression if the current deceleration of the train is still smaller than the expected deceleration, so as to achieve the process of self-adapting the braking force of the train.
It should be understood that although the steps in the flowcharts of fig. 1 to 5 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 1-5 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performing the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.
In one embodiment, there is provided a heavy-duty train braking apparatus, as shown in fig. 6, comprising:
and the electric braking module is used for obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train.
The pressure reducing amount obtaining module is used for obtaining the train pipe pressure reducing amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test when the electric brake is put into full load and the current deceleration of the train is smaller than the expected deceleration; and pre-stored parameters of the through test are obtained by performing a train pipe through test on the train.
And the air brake module is used for applying air brake according to the train pipe decompression amount.
For specific definition of the brake device of the heavy-duty train, reference may be made to the above definition of the brake method of the heavy-duty train, and details thereof are not repeated herein. It should be noted that, in the embodiment of the present application, the division of the module is schematic, and is only one logic function division, and there may be another division manner in actual implementation. All or part of each module in the heavy-load train braking device can be realized by software, hardware and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, a heavy-duty train braking system is provided, as shown in FIG. 7, comprising:
the automatic driving system stores prestored parameters of the through test;
and the train operation monitoring system is in communication connection with the automatic driving system.
The automatic driving system is used for realizing the heavy-load train braking method.
In one embodiment, the autopilot system is configured to implement the steps of:
obtaining expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
when the electric brake is fully loaded and the current deceleration of the train is smaller than the expected deceleration, obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test; the pre-stored parameters of the penetration test are obtained by performing a train pipe penetration test on the train;
and applying air brake according to the train pipe decompression amount.
For specific limitations of the system, reference may be made to the above limitations of the braking method for a heavy-duty train, which are not described herein in detail.
In one embodiment, a computer-readable storage medium is provided, having a computer program stored thereon, which when executed by a processor, performs the steps of:
obtaining expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
when the electric brake is fully loaded and the current deceleration of the train is smaller than the expected deceleration, obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test; the pre-stored parameters of the penetration test are obtained by performing a train pipe penetration test on the train;
and applying air brake according to the train pipe decompression amount.
For the specific definition of the storage medium, reference may be made to the above definition of the braking method for a heavy-duty train, which is not described herein again.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), synchronous link DRAM (Synchlink) DRAM (SLDRAM), Rambus DRAM (RDRAM), and interface DRAM (DRDRAM).
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims (10)

1. A heavy-duty train braking method is characterized by comprising the following steps:
obtaining expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
when the electric brake is fully loaded and the current deceleration of the train is smaller than the expected deceleration, obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and prestored parameters of a penetration test; the pre-stored parameters of the through test are obtained by performing a train pipe through test on the train;
and applying air brake according to the train pipe decompression amount.
2. The method of braking a heavy-duty train as set forth in claim 1, further comprising, after said step of applying air brakes in accordance with the amount of train pipe depressurization:
and when the current deceleration after air braking is smaller than the expected deceleration, obtaining an updated train pipe decompression amount according to the difference between the current deceleration after air braking and the expected deceleration and the pre-stored parameters of the penetration test, and adding air braking according to the updated train pipe decompression amount until the current deceleration after air braking reaches the expected deceleration.
3. The heavy-duty train braking method according to claim 1, wherein said penetration test prestored parameters include correction coefficients;
the step of obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the pre-stored parameters of the penetration test comprises the following steps:
obtaining braking force according to the difference value between the current deceleration and the expected deceleration and the quality of the train;
and acquiring the brake decompression amount according to the braking force, and processing the brake decompression amount by adopting the correction coefficient to obtain the train pipe decompression amount.
4. The method of braking a heavy-duty train as set forth in claim 1, further comprising, after the step of applying air brakes in accordance with the amount of train pipe depressurization, the steps of:
when the current deceleration after air braking reaches the expected deceleration, judging whether the time of the train reaching the next deceleration position is longer than train pipe relieving time or not; and if so, relieving the train pipe.
5. The heavy-duty train braking method according to claim 1, wherein said pre-stored parameters of cut-through test include time required for depressurization;
the step of applying air brakes according to the train pipe decompression amount includes:
and confirming the input time according to the decompression required time, and applying the air brake of the train pipe decompression amount at the input time.
6. The method for braking a heavy-duty train according to any one of claims 1 to 5, wherein the step of obtaining the expected deceleration and electrically braking is preceded by the step of obtaining the expected deceleration based on the current speed and the expected speed of the train, and further comprising the steps of:
and when the train pipe through test is finished, storing the parameters obtained by the test according to a preset data format to obtain the through test prestored parameters.
7. The method for braking a heavy-duty train according to any one of claims 1 to 5, wherein before the step of obtaining the desired deceleration and electrically braking according to the current speed and the desired speed of the train, the method further comprises:
and judging whether deceleration braking is needed or not according to the acquired road condition information, the signal machine state information, the weather information, the current vehicle speed and the expected speed.
8. A heavy-duty train braking device, comprising:
the electric braking module is used for obtaining the expected deceleration and performing electric braking according to the current speed and the expected speed of the train;
the decompression amount obtaining module is used for obtaining the train pipe decompression amount according to the difference value between the current deceleration and the expected deceleration and the prestored parameters of the penetration test when the electric brake is put into full load and the current deceleration of the train is smaller than the expected deceleration; the pre-stored parameters of the through test are obtained by performing a train pipe through test on the train;
and the air brake module is used for applying air brake according to the train pipe decompression amount.
9. A heavy-duty train braking system, comprising:
the automatic driving system stores prestored parameters of the through test;
the train operation monitoring system is in communication connection with the automatic driving system;
the automatic driving system is used for realizing the braking method of the heavy-duty train of any one of claims 1 to 7.
10. A computer storage medium having a computer program stored thereon, wherein the program, when executed by a processor, implements a heavy-duty train braking method as recited in any one of claims 1 to 7.
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