CN113696866A - Automatic driving air brake application method of heavy-duty locomotive in long and steep downhill scene - Google Patents
Automatic driving air brake application method of heavy-duty locomotive in long and steep downhill scene Download PDFInfo
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- CN113696866A CN113696866A CN202111154594.8A CN202111154594A CN113696866A CN 113696866 A CN113696866 A CN 113696866A CN 202111154594 A CN202111154594 A CN 202111154594A CN 113696866 A CN113696866 A CN 113696866A
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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
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
An automatic driving air brake application method of a heavy-duty locomotive in a long downhill scene comprises the following steps: s1: the heavy-duty locomotive actively executes a penetration test strategy; s2: determining whether the heavy-load locomotive can normally exert the efficiency; s3: to judge whether the air brake release condition is satisfied; s4: judging whether to execute a brake release operation; s5: confirming whether the heavy-load locomotive needs to start air braking; s6: selecting an air brake application strategy; s7: repeatedly performing S3 and S4; s8: if the heavy-load locomotive does not need to start air braking, repeatedly executing S5; s9: the locomotive driver takes over the control right of the locomotive. The invention is based on the air-electricity combined speed control and speed reduction control strategy which takes train air braking as a main part and takes locomotive power braking as an auxiliary part, can effectively control the train speed and ensure the running safety of the train on a long descending ramp, provides driver control guidance for a driver to operate the train on the long descending ramp, and more effectively plays roles in controlling the speed and preventing overspeed.
Description
Technical Field
The invention relates to the field of automatic driving control of heavy-duty locomotives of rail transit, in particular to an automatic driving air brake application method of a heavy-duty locomotive in a long and downhill scene.
Background
Along with the continuous increase of economy in China, the railway transportation capacity is also continuously increased, and the heavy-duty freight train plays an important role in improving the railway transportation capacity and the transportation efficiency. Meanwhile, the continuous popularization and application of the locomotive automatic driving technology effectively reduce the fatigue degree of drivers, improve the application efficiency of the railway locomotive and further promote the improvement of the railway transportation capacity in China. However, in China, passenger and cargo mixed running and signals of railway transportation lines are variable, the running environment of trains is complex, and how to ensure the running safety of heavy-duty freight trains, especially the running safety when running on long and steep slopes, becomes a focus of great attention. The key point for ensuring the running safety of the heavy-duty train on the long and large downhill path, particularly on the continuous long and large downhill path, is the control of the running speed of the train, and at the moment, the effective control of the speed of the heavy-duty train during high-speed running cannot be ensured only by means of locomotive power braking (electric braking).
Disclosure of Invention
The invention provides an automatic driving air brake application method of a heavy-duty locomotive in a long and downhill scene, which aims to solve the technical problem that the speed of a high-speed train cannot be controlled only by means of locomotive power braking (electric braking) when the heavy-duty train runs on a long and downhill slope, particularly a continuous long and downhill slope.
An automatic driving air brake application method of a heavy-duty locomotive in a long downhill scene comprises the following steps:
s1: when the heavy-load locomotive controlled by the automatic driving system enters a long and large downhill from an uphill slope or a flat slope, the automatic driving system controls the heavy-load locomotive to actively execute a through test strategy so as to determine whether the air braking system of the heavy-load locomotive can normally exert the efficiency;
s2: if the air brake decompression amount is not less than the first pressure value and the speed drop of the heavy-duty locomotive is not less than the first threshold value, executing S3; otherwise, go to S9;
s3: the automatic driving system monitors the running speed change of the heavy-duty locomotive in real time to judge whether the air brake relieving condition is met;
s4: if the air brake mitigation condition is not satisfied, performing S3; if the air brake release condition is met, the automatic driving system performs brake release operation on the heavy-duty locomotive and executes S5;
s5: confirming whether the heavy-duty locomotive needs to start air braking or not according to the real-time running state of the heavy-duty locomotive;
s6: if the heavy-duty locomotive needs to start air braking, selecting an air braking application strategy to perform braking control on the heavy-duty locomotive and executing S7; if the heavy-load locomotive does not need to start air braking, repeatedly executing S5;
s7: repeatedly performing S3 and S4;
s8: the locomotive driver takes over the control right of the locomotive, and the automatic driving system does not automatically control the locomotive any more.
Further, the pass-through test strategy in S1 is: the automatic driving system actively cuts off the dynamic brake of the heavy-duty locomotive and applies air decompression corresponding to the first pressure value at the same time.
Further, the method for determining whether the heavy-duty locomotive needs to be air-braked in S5 includes: and when the running position of the heavy-load locomotive is consistent with the position of a long and steep downgrade working condition in the train running line and the running speed of the current heavy-load locomotive is consistent with the applying working condition of the air brake applying strategy, starting air brake according to the air brake applying strategy.
Further, the air brake application strategy in S6 includes: the system comprises a belt brake passing split-phase strategy, a pre-overspeed protection strategy, a speed control and reduction strategy, a circulating air braking strategy and a parking air braking strategy.
Further, the method for selecting the air brake application strategy in S6 is as follows:
s61: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value to run in a long and steep downgrade scene, and the running position is consistent with the passing neutral section working condition position in the train running line, the automatic driving system applies a brake-carrying passing neutral section strategy to perform brake control on the heavy-duty locomotive;
s62: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value to run in a long and steep downhill scene, after the automatic driving system applies maximum power brake, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a first time period, and the automatic driving system applies a pre-overspeed protection strategy to perform brake control on the heavy-duty locomotive so as to prevent the speed of the train from reaching or even exceeding the line speed limit; the first time period is the time from the beginning of applying the maximum braking force by the heavy-duty locomotive to the end of the time when the real-time running speed of the heavy-duty locomotive and the line speed limit value are smaller than the first speed difference value;
s63: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and steep downhill scene, when a signal of the locomotive in front of the running locomotive is changed into a red-yellow light, a yellow light or double yellow lights, or when a low speed limit is revealed in front of the running locomotive, the automatic driving system implements a speed control and speed reduction strategy to perform brake control on the heavy-duty locomotive so as to ensure that the speed of the heavy-duty locomotive meets the requirement of line speed limit when the heavy-duty locomotive runs to the front of a railway signal machine;
s64: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and downhill scene, after a brake driving system applies single maximum power brake, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a second time period, and after a first air brake strategy is applied to the heavy-duty locomotive and brake relieving operation is finished, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a third time period, and then the automatic driving system circulates the air brake strategy in real time to further reduce the speed of the heavy-duty locomotive;
s65: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and downhill scene, if the heavy-duty locomotive needs to execute parking processing at the moment, the automatic driving system implements a parking air brake control strategy and an application method thereof.
Further, the split-phase passing strategy of the band brake is that the automatic driving system actively applies air brake with a second pressure value corresponding to the decompression amount to the heavy-duty locomotive so as to control the speed and reduce the speed of the heavy-duty locomotive.
Furthermore, the pre-overspeed protection strategy is that the automatic driving system actively applies air brake with a second pressure value corresponding to the pressure reduction amount to the heavy-duty locomotive so as to control the speed of the heavy-duty locomotive and reduce the speed.
Furthermore, the speed control and reduction strategy is that the automatic driving system actively applies air brake with a second pressure value corresponding to the pressure reduction amount to the heavy-duty locomotive to control the speed and reduce the speed, and simultaneously adjusts the power brake to regulate the speed of the heavy-duty locomotive.
Further, the circulating air braking strategy is that the automatic driving system actively applies air braking with a second pressure value which is not less than two times and corresponds to the pressure reduction amount to the heavy-duty locomotive, and meanwhile, the dynamic braking is adjusted to regulate the speed of the heavy-duty locomotive.
Further, the parking air brake strategy is that the automatic driving system applies air brake with the decompression amount corresponding to the third pressure value, and when the running speed of the heavy-load locomotive is 0, air brake with the decompression amount corresponding to the fourth pressure value is applied to prevent the heavy-load locomotive from sliding after parking.
Has the advantages that: the invention discloses an automatic driving air brake application method of a heavy-duty locomotive in a long and downhill scene. Based on an air-electricity combined speed control and speed reduction control strategy with train air braking as a main part and locomotive dynamic braking (electric braking) as an auxiliary part, the invention provides an air braking application method for a long and downhill slope of an automatic driving system of a heavy-duty locomotive, which can effectively control the speed of the train and ensure the running safety of the train on the long and downhill slope, and provides driver control guidance for a driver to operate the train on the long and downhill slope, i.e. provides reference for controlling the locomotive of the driver.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram of a run-through experiment after the automatic driving system of a heavy-duty locomotive is started;
FIG. 2 is a schematic diagram of a through experiment in the operation of the automatic driving system of the heavy-duty locomotive according to the present invention;
FIG. 3 is a schematic diagram of a band-brake passing neutral section in the operation of the automatic driving system of the heavy-duty locomotive according to the present invention;
FIG. 4 is a schematic diagram of the pre-overspeed protection air brake during operation of the automatic driving system of a heavy-duty locomotive according to the present invention;
FIG. 5 is a schematic view of the air brake for controlling speed and reducing speed during the operation of the automatic driving system of the heavy-duty locomotive according to the present invention;
FIG. 6 is a schematic illustration of the application of a recirculating air brake during operation of the autopilot system of a heavy-duty locomotive of the present invention;
FIG. 7 is a schematic view of the automatic steering system parking air brake of the heavy-duty locomotive of the present invention;
FIG. 8 is a flow chart of the air braking method of the automatic driving system of the heavy-duty locomotive according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
An automatic driving air brake application method of a heavy-duty locomotive in a long downhill scene comprises the following steps:
s1: when a heavy-load locomotive controlled by the automatic driving system enters a long and large downhill from an uphill slope or a flat slope, the automatic driving system controls the heavy-load locomotive to actively execute a through test strategy, namely, an air brake application method of the through test is implemented, so that whether the air brake system of the heavy-load locomotive can normally exert the efficiency is determined by confirming the air pressure circulation condition of a train brake main pipe;
the through test strategy is as follows: the automatic driving system actively cuts off dynamic braking (namely electric braking) of the heavy-duty locomotive, and applies air pressure reduction corresponding to a first pressure value at the same time, when an air braking train pipe pressure air gauge pressure gauge shows that the reduction of the air pressure value of a braking main pipe is not less than the first pressure value, namely, the air braking flow is zero, the main pipe air pressure leakage does not occur, and when the reduction of the speed of the heavy-duty locomotive is not less than a first threshold value, the heavy-duty locomotive can normally exert air braking efficiency; in this embodiment, when the pressure value of the wind pressure of the brake main pipe is reduced by not less than 50kpa, and the speed of the heavy-duty locomotive is reduced by not less than 5km/h, it is determined that the heavy-duty locomotive can normally exert the air braking performance.
S2: if the air braking decompression amount is not less than the first pressure value and the speed of the heavy-duty locomotive is decreased to be not less than the first threshold value, namely 5km/h, executing S3; otherwise, go to S9;
s3: the automatic driving system monitors the running speed change of the heavy-duty locomotive in real time to judge whether the air brake relieving condition is met;
preferably, the air brake release conditions in this embodiment are: when the air braking and exhausting time of the heavy-duty locomotive meets the requirements of the table 1 and the speed of the heavy-duty locomotive is reduced by not less than 5km/h, the automatic driving system can implement braking relieving operation; when the air charging time of the train brake pipe meets the requirement of the table 2 and the air flow in the brake main pipe is less than 1.5m3And/min, and returning to zero, and completing air brake release.
TABLE 1 air braking and exhausting time reference table
| 40 |
50 |
60 vehicles | |
| -50KPa | 21 second | 26 seconds | 31 second |
| -100kPa | 35 seconds | 44 |
53 seconds |
| -170kPa | 59 seconds | 74 seconds | 89 seconds |
TABLE 2 air brake charging completion time reference table
| 40 |
50 |
60 vehicles | |
| -50KPa | 58 seconds | 73 seconds | 87 seconds |
| -100kPa | 93 seconds | 117 seconds | 146 seconds |
| -170kPa | 139 seconds | 174 seconds | 209 seconds |
S4: if the air brake mitigation condition is not satisfied, performing S3; if the air brake release condition is met, the automatic driving system performs brake release operation on the heavy-duty locomotive and executes S5;
the application of the air brake is the air exhaust process of the air brake system, and the air brake system must reach the air exhaust time before the air brake system allows the relieving operation. In the whole process from air braking to air exhaust to relieving, the locomotive can apply electric braking at the same time, but does not allow to apply traction force, and the whole test process needs to observe the pressure of a wind meter and the air charging and exhausting time of the train at any moment.
And the air brake releasing process is the air brake system air charging process. According to different decompression amount conditions, the requirement of decompression and air exhaust time is ensured; only after the pressure reduction and air exhaust are finished, the relieving operation of air braking is allowed to be carried out; in order to effectively protect the brake shoe of the rolling stock, reduce the abrasion of the brake shoe and the railway rail brought by the air braking process and avoid excessive heating of the tread and the brake shoe so as to ensure the driving safety, the application distance of the air braking does not exceed 2km in principle; the train release speed cannot be too low; the method specifically comprises the following steps: when the speed of the goods train is below 15km/h or the speed of the heavy-load goods train is below 30km/h, air braking cannot be relieved; the long and large downhill section is limited by factors such as a braking period and the like, and the minimum relieving speed is not lower than 10 km/h; and whether the air brake release is finished or not is judged according to the calculation of the air charging time or by combining the air flow of the locomotive. Specifically, the air brake real-time control release judgment condition is that the air flow rate is necessaryMust be less than 1.5m3/min。
S5: confirming whether the heavy-duty locomotive needs to start air braking or not according to the real-time running state of the heavy-duty locomotive;
the method for judging whether the heavy-load locomotive needs to be subjected to air braking comprises the following steps: and when the running position of the heavy-load locomotive is consistent with the position of a long and steep downgrade working condition in the train running line and the running speed of the current heavy-load locomotive is consistent with the applying working condition of the air brake applying strategy, starting air brake. Specifically, the train operation line is pre-stored in a storage module in the automatic driving system of the heavy-duty locomotive, when the train starts to operate, a driver sets a starting point position of the train operation line, during the operation of the train, the real-time position of the train corresponds to the position in the train operation line one by one, and the working condition recorded by the train operation line is the actual operation working condition of the heavy-duty locomotive. The problem of one-to-one correspondence between the operating position of the heavy-duty locomotive and the train operating route does not belong to the technical problem to be solved by the present invention, and therefore, a description thereof will not be made herein.
S6: if the heavy-duty locomotive needs to start air braking, selecting an air braking application strategy to perform braking control on the heavy-duty locomotive and executing S7; if the heavy-load locomotive does not need to start air braking, repeatedly executing S5;
the air brake application strategy includes: the system comprises a belt brake passing split-phase strategy, a pre-overspeed protection strategy, a speed control and reduction strategy, a circulating air braking strategy and a parking air braking strategy. The method for selecting the air brake application strategy comprises the following steps:
s61: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value to run in a long and downhill scene, and the running position is consistent with the position of a split-phase working condition in a train running line, the locomotive in a split-phase area (dead zone) cannot apply dynamic braking (namely electric braking) to control the speed of the train, so that the locomotive is prevented from overspeed due to inertia, and train safety accidents are avoided, therefore, an automatic driving system applies a brake-carrying split-phase strategy, so that the speed control and speed reduction are actively performed in the state that no locomotive is dynamically braked (namely electric braking);
the belt brake passing split-phase strategy is that an automatic driving system actively applies air brake with decompression corresponding to a second pressure value to the heavy-duty locomotive so as to control the speed of the heavy-duty locomotive to reduce the speed.
Preferably, the first speed threshold in this embodiment is 75 km/h; when the automatic driving system applies a band brake passing split-phase strategy, the automatic driving system actively applies air brake with 70kPa decompression to the heavy-duty locomotive to control the speed and reduce the speed of the heavy-duty locomotive.
Specifically, the brake-on split-phase strategy is that an automatic driving system performs predictive optimization operation by combining real-time train speed, running line speed limit and line terrain conditions, and determines whether to plan air braking for speed control and speed reduction according to an operation result so as to realize the purpose of actively applying air braking with 70kPa decompression for speed control and speed reduction under the state without locomotive dynamic braking (electric braking); the prediction performance optimization operation is that the locomotive automatic driving system can calculate the locomotive speed, the working condition (the traction state, the braking state or the coasting state) and the traction/braking level corresponding to each working condition when the locomotive runs to the current route point by a formula F ma mv/t according to the front railway line condition (including the gradient and the curve, namely the arc condition, the speed limit and the tunnel of the railway), the locomotive marshalling condition (including the load and the heavy carriage quantity, namely the carriage quantity of the loaded objects and the light carriage quantity, namely the empty carriage quantity) and the current running state (including the speed and the working condition, wherein the working condition represents whether the locomotive is in traction, in braking or in coasting state). Preferably, for a heavy-load train, the following forces are mainly included:
train unit resultant force of unpowered braking (i.e. electric braking) and air braking force:
fresultant force of unit＝fUnit tractive force-(WUnit basic resistance+iUnit additional resistance)
Wherein: f. ofUnit tractive forceIs a parameter dependent on the traction braking characteristics of the locomotive, under traction constant torque characteristics:
wherein, Fmax1The maximum traction force of the locomotive is a fixed value; n is a radical of1For the real-time traction gear of the locomotive, N1∈0～13；
WBasic resistance: comprising a basic locomotive resistance WBasic resistance of locomotiveAnd the resistance W of the truck locomotiveBasic resistance of truck；
iUnit additional resistance: consisting essentially of three additional resistances, i.e. iSlope unit additional resistance、iCurve unit additional resistance、iUnit additional resistance of tunnelThat is to say:
iunit additional resistance＝iSlope unit additional resistance+iCurve unit additional resistance+iUnit additional resistance of tunnel
Wherein iSlope unit additional resistanceTaking positive slope and negative slope as gradient value;
icurve unit additional resistance600/curve radius;
iunit additional resistance of tunnel≈0.00013*LSWherein L isSIs the tunnel length;
(II) resultant force of train unit with dynamic braking (i.e. electric braking), at this time FTraction force＝0：
fResultant force of unit＝-(WBasic resistance+iUnit additional resistance+fUnit electric braking force)
Wherein f isElectric braking forceGiven by the locomotive, depending on the traction braking characteristics of the locomotive, under the traction constant torque characteristics:
Fmax2is the maximum electric braking force of the locomotive; n is a radical of2Locomotive real-time electric brake gear, N2E is between 0 and 12;
(III) resultant force of train unit with air brake force, at this time FTraction force＝0：
fResultant force of unit＝-(WUnit basic resistance+iUnit additional resistance+fUnit air braking force)
Wherein f isUnit air braking forceComprises the following steps:
when the vehicle is braked in an emergency,
when the brakes are applied, fUnit air braking force of service brake＝βc*fUnit air braking force for emergency braking；
(wherein,
) In the formula
∑K′h: the brake shoe pressure is converted for all locomotives in the train, and the unit is kN; sigma KhThe brake shoe pressure is converted for all vehicles in the train, and the unit is Kn; beta is acIs the braking coefficient.
One embodiment of the invention is as follows: the HXD2 locomotive traction tank heavy vehicle is specially used for running on a downhill road section with the gradient of-8 per thousand, the traction mass G is 3500t, and the locomotive gear required for constant speed running is maintained at v of 70 km/h.
(1) Calculating the unit resistance of the train:
locomotive unit basic resistance:
Wbasic resistance of locomotive＝1.20+0.0065v+0.000279v2＝1.2+0.455+1.3671＝3.0221
Cargo oil tank special unit basic resistance:
Wbasic resistance of truck＝A+Bv+Cv2＝0.53+0.0121v+0.000080v2＝0.53+0.847+0.392＝1.769
The total amount of HXD2 locomotives is 200t,
because the gradient is 8, (W)Unit basic resistance+iUnit additional resistance)＝1.837+8＝9.837
(2) Therefore, f is requiredUnit electric braking force＝9.837；
(3) Obtaining a required locomotive gear:
by the formula
Can obtain
Therefore, at the moment, the handle of the locomotive driver controller needs to be braked to 6.1 gears to keep constant speed running.
Specifically, when a heavy-duty locomotive is about to enter a passing neutral section working condition, the running speed of the train is monitored in real time, and air brake with 70kPa decompression is applied to a passing neutral section starting point meeting the condition; when the train runs in the phase separation area, when the speed of the train is reduced to a reasonable range and air braking and air exhausting are finished, relieving operation is started. The eligible passing split starting points include: the speed requirement that the over-phase starting point must meet is: the "lowest speed requirement" that is met by the passing split starting point of the uphill region and the "highest speed requirement" that is met by the passing split starting point of the downhill region. The over-phase starting point needs to be before the dead zone, namely, the air brake is applied in advance, so as to ensure that the air brake is really effective when entering the dead zone. The reasonable range includes: firstly, triggering to perform prediction performance optimization operation again when the deviation between a locomotive running speed curve and a planned speed curve is not more than 5km/h and is more than 5 km/h; secondly, the running speed of the locomotive cannot be higher than a planned speed curve; thirdly, the running speed of the locomotive cannot be lower than 25 km/h. After the train passes through the phase separation area, the speed of the train is reduced to a reasonable range, air braking and air exhausting are completed, and the automatic driving system starts to perform relieving operation; and if the train speed is not reduced to a reasonable range after the train passes through the phase separation area, and the running distance of the train after the air brake is applied exceeds 2km, immediately relieving the operation by the automatic driving system.
S62: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value to run in a long and steep downhill scene, after the automatic driving system applies maximum power brake, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a first time period, and the automatic driving system applies a pre-overspeed protection strategy to perform brake control on the heavy-duty locomotive so as to prevent the speed of the train from reaching or even exceeding the line speed limit; the first time period is the time from the beginning of applying the maximum braking force by the heavy-duty locomotive to the end of the time when the real-time running speed of the heavy-duty locomotive and the line speed limit value are smaller than the first speed difference value;
the pre-overspeed protection strategy is that the automatic driving system actively applies air brake with the decompression amount corresponding to the second pressure value to the heavy-duty locomotive so as to control the speed of the heavy-duty locomotive and reduce the speed.
Preferably, in this embodiment, after the automatic driving system applies the maximum dynamic brake (i.e., the electric brake), and the real-time running speed of the heavy-duty locomotive and the line speed limit value are less than 6km/h, the automatic driving system actively applies an air brake with a decompression amount of 70kPa to the heavy-duty locomotive to control the speed of the heavy-duty locomotive and reduce the speed, and after the speed of the heavy-duty locomotive is reduced to a reasonable interval, the automatic driving system performs a brake mitigation operation.
Specifically, after the air brake is applied, the braking force of the air brake is fixed, and the air resistance, the gradient resistance and the like encountered by the locomotive during operation are changed all the time, so that the real-time operation speed of the locomotive may fluctuate. Therefore, adjusting dynamic braking can eliminate speed variations caused by locomotive resistance variations. For example, the current air brake force and electric brake force cause the locomotive to run at a speed of 80km/h, at which time the line grade increases, the resistance increases, and the locomotive speed decreases to less than 80 km/h. While the air brake force is fixed, the ramp resistance is counteracted by reducing the power brake force, allowing the total locomotive resistance to be reduced and the speed to increase back to 80. Specifically, the speed is regulated by regulating the level of the dynamic brake (the level range is-12 to 13). Because the speed changes, the optimal control algorithm of the locomotive automatic driving system recalculates the dynamic brake level according to the line condition (gradient, curve and the like), the line speed limit and the current speed of the locomotive so as to return the speed to the planned speed. And then outputting the calculated dynamic braking level to a locomotive traction control system. For example, the current grade is-9, and the speed of the locomotive is 80 km/h; when the speed is increased to 82km/h, the automatic driving system can recalculate, and after the optimal calculation is carried out to obtain grade-10, the speed can be adjusted to 80km/h at a place 30 meters ahead of the operation, and then a power braking command of-10 is sent to the locomotive.
Specifically, the precondition for applying the air brake in this embodiment is that the vehicle speed continues to rise or tends to rise after the locomotive applies the maximum power brake (i.e., electric brake); throughout the application of the air brakes to completion of the mitigation, the locomotive dynamic brakes (i.e., electric brakes) need not be maintained at the maximum braking force state at all times; and the application of air brakes throughout the completion of the mitigation operation enables train speed modulation by adjusting the locomotive dynamic brakes (i.e., electric brakes).
S63: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and steep downhill scene, when a signal of the locomotive in front of the running locomotive is changed into a red-yellow light, a yellow light or double yellow lights, or when a low speed limit is revealed in front of the running locomotive, the automatic driving system implements a speed control and speed reduction strategy to perform brake control on the heavy-duty locomotive so as to ensure that the speed of the heavy-duty locomotive meets the requirement of line speed limit when the heavy-duty locomotive runs to the front of a railway signal machine;
the speed control and reduction strategy is that the automatic driving system actively applies air brake with the pressure reduction amount corresponding to the second pressure value to the heavy-duty locomotive to control the speed and reduce the speed, and meanwhile, the dynamic brake is adjusted to regulate the speed of the heavy-duty locomotive.
Preferably, in this embodiment, the autopilot system actively applies air braking at a reduced pressure of 70kPa to the heavy-duty locomotive to control the speed and reduce the speed, and simultaneously adjusts the dynamic braking (i.e., electric braking) to regulate the speed of the heavy-duty locomotive. And after the speed of the train is reduced to a reasonable range, executing air brake relieving operation. Specifically, the reasonable decompression amount is obtained by combining the locomotive traction braking characteristic and the railway travel specification requirement, and the train speed cannot be lower than 25km/h when air braking is relieved; and locomotive tractive effort is not allowed to be applied until air brake mitigation is complete.
S64: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and downhill scene, after a brake driving system applies single maximum power brake, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a second time period, and after a first air brake strategy is applied to the heavy-duty locomotive and brake relieving operation is finished, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a third time period, and then the automatic driving system circulates the air brake strategy in real time to further reduce the speed of the heavy-duty locomotive;
the second time period is the time that lasts from the time the heavy-duty locomotive applies a single maximum braking force to the time the heavy-duty locomotive applies the first air brake strategy and the end of the brake release operation is performed;
the third time period is a time period lasting from when the heavy-duty locomotive applies the first air brake strategy and performs a brake mitigation operation until when a difference between an operating speed of the heavy-duty locomotive and the first speed threshold is less than a second speed difference; in the embodiment, if the second speed difference is 6km/h, the automatic driving system circulates the air braking strategy in real time so as to further reduce the speed of the heavy-duty locomotive;
the circulating air braking strategy is that the automatic driving system actively applies air braking with the decompression amount corresponding to the second pressure value which is not less than twice to the heavy-duty locomotive, and meanwhile, the dynamic braking (namely, electric braking) is adjusted so as to regulate the speed of the heavy-duty locomotive.
Specifically, the circulating air braking strategy is that an automatic driving system applies air braking for multiple times to perform staged speed reduction on the basis of following the conditions of applying and relieving the air braking; the air brake exhausting and air charging conditions must be fully considered in the circulating air brake applying strategy, and the relieving operation cannot be carried out before the air brake exhausting is not finished; new airbrakes cannot be applied again until airbrake release is incomplete; the train speed can be adjusted by locomotive dynamic braking after air braking is applied to the whole process of relieving. In this embodiment, the cyclical air braking strategy is that the autopilot system actively applies two air brakes with 70kPa depressurization to the heavy-duty locomotive, while adjusting the dynamic brake, i.e., the electric brake, to regulate the speed of the heavy-duty locomotive.
Specifically, the use of a cyclic air brake strategy must meet train air brake application and mitigation application principle requirements.
S65: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and downhill scene, if the heavy-duty locomotive needs to execute parking processing at the moment, the automatic driving system implements a parking air brake control strategy and an application method thereof.
And the parking air brake strategy is that the automatic driving system applies air brake with the decompression amount corresponding to the third pressure value, and when the running speed of the heavy-load locomotive is 0, air brake with the decompression amount corresponding to the fourth pressure value is applied to prevent the heavy-load locomotive from sliding after parking.
In this embodiment, the parking air brake strategy is such that the autopilot system first applies an air brake at a reduced pressure of 70kPa and applies an air brake at a reduced pressure of 100kPa when the heavy-duty locomotive operating speed drops to 0. It should be noted that in the parking air brake strategy, the brake release operation is performed after the air brake is performed for the first time, and the brake release operation is not performed after the air brake is performed for the second time.
Specifically, the parking air brake strategy is a brake strategy comprising two air brakes, namely, a first air brake is actively applied to control the speed and reduce the speed and adjust the power brake (namely, an electric brake) to regulate the speed, and a second air brake is actively applied to realize the parking anti-slip of the train; preferably, the autonomous driving system actively implements a parking air brake strategy comprising two air brakes when the heavy-duty train is running on a long descending ramp at high speed and needs to be parked. Specifically, the first air brake realizes the speed control and speed reduction of the locomotive. Before the locomotive runs to a reasonable area, namely the locomotive acts according to the color of the signal light of the railway signal, for example, the green light means passing, the yellow light, the double yellow light means parking before the next signal, the red light means parking before the next signal, and the yellow 2 light means entering a station side parking. Reducing the vehicle speed to 30-45 km/h; and the second air brake realizes the train stop. Firstly, an automatic driving system reduces the speed of the locomotive to 3 km/h-5 km/h by using locomotive dynamic braking; and secondly, applying air brake with the decompression amount of 70kPa after the train runs to the passing standard position, and adding the air decompression amount to 100kPa after the speed of the train is reduced to 0 km/h.
The superscript position is calculated as follows:
Lposition of passing mark＝LLength of track-(LLength of train+LLength of locomotive+15), units of meters.
L of different station tracksLength of trackIs a fixed value, read from the configuration file;
②Llength of train＝11*LReduced length，LReduced lengthInputting a value for the driver;
in one embodiment, HXD20135 locomotive L is usedLength of locomotiveAfter 2 × 18.975 m ═ 37.95, the truck is towed, and the train is parked in the "west ann south" station for 2 tracks (track length 1044 m), and the train length is converted to 67.8 m, then the parking index position is:
Lposition of passing mark＝1044-(11*67.8+37.95)＝260.25。
S7: and when the air brake strategy is executed, repeatedly executing S3 and S4 to perform brake relieving operation.
S8: the locomotive driver takes over the control right of the locomotive, and the automatic driving system does not automatically control the locomotive any more; specifically, the locomotive driver takes over the control right of the locomotive, and the automatic driving system does not automatically control the locomotive any more. Secondly, the locomotive driver controls the deceleration of the heavy-load locomotive by using a dynamic braking (namely, electric braking) mode. Finally, the locomotive driver checks the relevant equipment of the air brake system. If the problem does exist, the system can immediately contact with ground scheduling and report the field situation, and make a travel record.
Specifically, the division standard of the long descending ramp in the present embodiment includes the following three parts: (1) a downhill section line with a line gradient over 6 per thousand and a length of 8km or more; (2) a downhill section line with a line gradient over 12 per thousand and a length of 5km or more; (3) the line has a slope over 20% and a length of 2km or more.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. An automatic driving air brake application method of a heavy-duty locomotive in a long and downhill scene is characterized by comprising the following steps:
s1: when the heavy-load locomotive controlled by the automatic driving system enters a long and large downhill from an uphill slope or a flat slope, the automatic driving system controls the heavy-load locomotive to actively execute a through test strategy so as to determine whether the air braking system of the heavy-load locomotive can normally exert the efficiency;
s2: if the air brake decompression amount is not less than the first pressure value and the speed drop of the heavy-duty locomotive is not less than the first threshold value, executing S3; otherwise, go to S9;
s3: the automatic driving system monitors the running speed change of the heavy-duty locomotive in real time to judge whether the air brake relieving condition is met;
s4: if the air brake mitigation condition is not satisfied, performing S3; if the air brake release condition is met, the automatic driving system performs brake release operation on the heavy-duty locomotive and executes S5;
s5: confirming whether the heavy-duty locomotive needs to start air braking or not according to the real-time running state of the heavy-duty locomotive;
s6: if the heavy-duty locomotive needs to start air braking, selecting an air braking application strategy to perform braking control on the heavy-duty locomotive and executing S7; if the heavy-load locomotive does not need to start air braking, repeatedly executing S5;
s7: repeatedly performing S3 and S4;
s8: the locomotive driver takes over the control right of the locomotive, and the automatic driving system does not automatically control the locomotive any more.
2. The method of claim 1, wherein the cut-through test strategy in S1 is as follows: the automatic driving system actively cuts off the dynamic brake of the heavy-duty locomotive and applies air decompression corresponding to the first pressure value at the same time.
3. The method of claim 1, wherein the step of determining whether the heavy-duty locomotive requires air braking in S5 comprises: and when the running position of the heavy-load locomotive is consistent with the position of a long and steep downgrade working condition in the train running line and the running speed of the current heavy-load locomotive is consistent with the applying working condition of the air brake applying strategy, starting air brake according to the air brake applying strategy.
4. The method of claim 1, wherein the air brake application strategy of S6 comprises: the system comprises a belt brake passing split-phase strategy, a pre-overspeed protection strategy, a speed control and reduction strategy, a circulating air braking strategy and a parking air braking strategy.
5. The method for applying the air brake for automatic driving of the heavy-duty locomotive under the long downhill scene as claimed in claim 1, wherein the method for selecting the air brake applying strategy in S6 is as follows:
s61: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value to run in a long and steep downgrade scene, and the running position is consistent with the passing neutral section working condition position in the train running line, the automatic driving system applies a brake-carrying passing neutral section strategy to perform brake control on the heavy-duty locomotive;
s62: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value to run in a long and steep downhill scene, after the automatic driving system applies maximum power brake, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a first time period, and the automatic driving system applies a pre-overspeed protection strategy to perform brake control on the heavy-duty locomotive so as to prevent the speed of the train from reaching or even exceeding the line speed limit; the first time period is the time from the beginning of applying the maximum braking force by the heavy-duty locomotive to the end of the time when the real-time running speed of the heavy-duty locomotive and the line speed limit value are smaller than the first speed difference value;
s63: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and steep downhill scene, when a signal of the locomotive in front of the running locomotive is changed into a red-yellow light, a yellow light or double yellow lights, or when a low speed limit is revealed in front of the running locomotive, the automatic driving system implements a speed control and speed reduction strategy to perform brake control on the heavy-duty locomotive so as to ensure that the speed of the heavy-duty locomotive meets the requirement of line speed limit when the heavy-duty locomotive runs to the front of a railway signal machine;
s64: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and downhill scene, after a brake driving system applies single maximum power brake, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a second time period, and after a first air brake strategy is applied to the heavy-duty locomotive and brake relieving operation is finished, the running speed of the heavy-duty locomotive is continuously increased in a time period less than a third time period, and then the automatic driving system circulates the air brake strategy in real time to further reduce the speed of the heavy-duty locomotive;
s65: if the running speed of the heavy-duty locomotive is greater than a first speed threshold value in a long and downhill scene, if the heavy-duty locomotive needs to execute parking processing at the moment, the automatic driving system implements a parking air brake control strategy and an application method thereof.
6. The method of claim 5, wherein the split-phase strategy for band-brake is an air brake that the autopilot system actively applies a pressure reduction amount corresponding to a second pressure value to the heavy-duty locomotive to control the speed of the heavy-duty locomotive.
7. The method as claimed in claim 5, wherein the pre-overspeed protection strategy is an air brake that the automatic driving system actively applies a pressure reduction amount corresponding to the second pressure value to the heavy-duty locomotive to control the speed of the heavy-duty locomotive.
8. The method of claim 5, wherein the strategy of controlling speed and reducing speed is that an automatic driving system actively applies air brake with a reduced pressure corresponding to a second pressure value to the heavy-duty locomotive to control speed and reduce speed, and simultaneously adjusts dynamic brake to regulate speed of the heavy-duty locomotive.
9. The method as claimed in claim 5, wherein the cyclical air braking strategy is that the automatic driving system actively applies air braking at a reduced pressure corresponding to a second pressure value which is not less than twice to the heavy-duty locomotive, and adjusts the dynamic braking to regulate the speed of the heavy-duty locomotive.
10. The method of claim 5, wherein the stopping air brake strategy is to apply an air brake with a pressure reduction amount corresponding to a third pressure value to the automatic driving system, and to apply an air brake with a pressure reduction amount corresponding to a fourth pressure value when the operation speed of the heavy-duty locomotive is 0, so as to prevent the heavy-duty locomotive from rolling after stopping.
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