CN114348068A - Train downhill operation control method and system - Google Patents
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Abstract
The invention provides a method and a system for controlling the downhill running of a train, wherein a heavy-duty train running control strategy is designed to generate a target speed curve; when the train passes through a long and large downhill line, the abrasion of the train and the line is reduced, and the breaking of the car coupler is avoided; when the target speed curve is tracked, the error between the actual tracking speed and the target speed is controlled within a reasonable range, and the speed tracking control of the train is realized. The method comprises the steps of firstly determining the strictest target speed and position in front of the train operation through the description form of the design line data; secondly, according to the strictest target speed and position, the long and long downhill reference speed curve design is completed by combining the line gradient, so that the early deceleration of the train in the long and long downhill interval is realized, and the ATO speed is ensured to be within a safety range; and finally, adjusting the lower bound of the speed of applying and canceling the air brake according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of the air brake output.
Description
Technical Field
The invention belongs to the field of train control, and particularly relates to a method and a system for controlling downhill running of a train.
Background
An Automatic Train Operation (ATO) system realizes traction and brake control of a Train and Automatic return of the Train by using ground information. The ATO system realizes Automatic Train driving, finishes Automatic Train driving control under the Protection of Automatic Train Protection (ATP), and realizes control of traction, braking, cruising and the like of the Train.
When the locomotive runs on a long downhill, the locomotive is subjected to stress analysis, and the gravity component force along the direction of the ramp is increased, so that the acceleration of the advancing direction of the locomotive is increased, and the running speed must be adjusted through air braking. While using air brakes, the air pressure is becoming smaller causing the braking force to decay in turn. Particularly, when the brake is performed by using a large air pressure reduction amount, the air consumption is large, and the locomotive needs to be inflated by relieving the brake to meet the next brake. And continuously increasing the speed of the locomotive in the coasting process until the speed of the locomotive approaches the interval speed limit again, performing air braking to adjust the speed at the moment, and circulating the steps until the locomotive runs out of a long downhill slope. This is the cyclic braking characteristic of a locomotive on a long downhill slope.
In the case of cyclic braking, the compressed air consumed by each air brake must be replenished before the next brake, i.e., "re-charging", and if the re-charging is insufficient, the braking force of the next air brake will be affected. With the continuous braking, the temperature of the locomotive brake shoe is also continuously increased, which not only aggravates the loss of the locomotive brake shoe, but also affects the subsequent braking, so that the single braking time is not too long, and enough time is needed between the two times of braking to meet the requirement of cooling down the brake shoe.
The locomotive air brake comprises two stages of braking and relieving, and the condition of relieving the re-charging restriction between two adjacent air brakes is met, so that the braking effect of the second air brake can be ensured. Aiming at the characteristics that the air brakes of the freight locomotive cannot be constant in speed on a long and steep descending slope and the requirement of relieving the re-charging constraint between two adjacent air brakes is met, the optimal control problem of the freight locomotive is established on the basis of 50-70 kPa pressure reduction and speed regulation commonly adopted by a driver in actual operation. Adjusting the cruise lower bound according to the air charging and discharging time and the downhill gradient value to ensure the smoothness of the output of the level; the long downhill is designed to be decelerated in advance, and due to the fact that the air brake is long in delay response time, the deceleration is required to be decelerated in advance before the long downhill is met, and the ATO speed is guaranteed to be within a safety range.
The heavy-load locomotive is different from a common locomotive, and is heavy in load and long in grouping. And the longitudinal impulse is more and more obvious along with the continuous increase of the traction weight of the locomotive. In the running process of a heavy-duty locomotive, if the generated longitudinal impulse is too large, the car coupler in a workshop is seriously abraded and even broken, and safety accidents such as train derailment and the like can be caused. Particularly, when the locomotive runs on a long and large downhill slope with complex road conditions, the locomotive can be violently collided due to the fact that the gradient of the line is large, and how to control the locomotive is very critical. The problem of safe operation of a heavy-duty locomotive on a long descending ramp is widely concerned by people.
In the research and development process of the automatic driving technology of the heavy haul train, in order to ensure the safe operation of the long and large downhill slope of the heavy haul train, a long and large downhill operation control method and a long and small downhill operation control system of the heavy haul train need to be designed.
Disclosure of Invention
In order to solve the above problems, the present invention provides a method for controlling downhill operation of a train, the method comprising:
determining the strictest target speed and the strictest target position in front of the train operation;
determining a reference velocity profile from the strictest target velocity and the strictest target position;
and adjusting air brake at constant speed or deceleration according to the reference speed curve to control the train to run.
Further, the air brake adjustment includes applying and deactivating.
Further, the step of determining the strictest target speed and the strictest target position in front of the train operation comprises the following steps:
determining a line data curve;
determining a target speed and a target position according to the line data curve;
determining a theoretical speed limit value according to the target speed, the target position and the reference deceleration;
and determining the target position corresponding to the minimum theoretical speed limit value as a strictest target position, and determining the speed corresponding to the strictest target position as a strictest target speed.
Further, the target speed comprises a speed corresponding to a descending edge of the speed limit curve in the line data curve, a speed corresponding to a front parking position and a front parking point speed.
Further, the theoretical speed limit value VciExpressed as:
wherein ,
representing target speed, refa reference deceleration, PiAnd representing a target position corresponding to the target speed, and Pos represents the current train position.
Further, determining the reference speed profile comprises the steps of:
determining reference deceleration of different speed sections and the gradient of the position;
and calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the gradient of the position to obtain a reference speed curve.
Further, adjusting the application and deactivation of the air brake at constant speed according to the reference speed profile comprises the steps of:
determining a speed threshold value applied by air brake according to the electric brake acceleration of the train, the position gradient of the train and the air brake response time;
determining a speed threshold value of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position of the train, the air charging time and the air brake response time;
controlling the air brake application of the constant speed area according to the comparison between the summation of the current vehicle speed and the threshold value of the air brake application speed and the reference speed;
and controlling the air brake cancellation in the constant speed area according to the comparison between the sum of the current vehicle speed and the air brake cancellation speed threshold value and the reference speed.
Further, adjusting air brake release during deceleration according to the reference speed profile comprises the following steps:
determining the estimated position of the train after the train is inflated;
determining a pre-estimated reference speed after the train air inflation time according to the pre-estimated position after the train air inflation time;
determining a speed threshold value of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position of the train, the air charging time and the air brake response time;
and controlling air brake cancellation in the deceleration area according to the comparison between the summation of the current vehicle speed and the air brake cancellation speed threshold value and the pre-estimated reference speed after the charging time.
The invention also provides a train downhill operation control system, which comprises:
the first determining unit is used for determining the strictest target speed and the strictest target position in front of the train operation;
a second determination unit for determining a reference speed profile based on the strictest target speed and the strictest target position;
and the adjusting unit is used for adjusting the application and cancellation of the air brake at a constant speed or deceleration according to the reference speed curve and controlling the train to run.
Furthermore, the first determining unit comprises a first determining module, a second determining module, a theoretical speed limit value determining module and a comparing module;
the first determining module is used for determining a line data curve;
the second determining module is used for determining the target speed and the target position according to the line data curve;
the theoretical speed limit value determining module is used for determining a theoretical speed limit value according to the target speed, the target position and the reference deceleration;
and the comparison module is used for determining the target position corresponding to the minimum theoretical speed limit value as the strictest target position, and determining the speed corresponding to the strictest target position as the strictest target speed.
Further, the target speed comprises a speed corresponding to a descending edge of the speed limit curve in the line data curve, a speed corresponding to a front parking position and a front parking point speed.
Further, the theoretical speed limit value VciExpressed as:
wherein ,
representing target speed, refa reference deceleration, PiAnd representing a target position corresponding to the target speed, and Pos represents the current train position.
Further, the second determination unit comprises a third determination module, a reference speed determination module and a curve determination module;
the third determining module is used for determining the reference deceleration and the position gradient of different speed sections;
the reference speed determining module is used for calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the gradient of the position;
and the curve determining module is used for determining a reference speed curve according to the reference speed.
Further, the adjusting unit comprises a fourth determining module, a fifth determining module and a constant speed control module;
the fourth determining module is used for determining a speed threshold value applied by air brake according to the electric brake acceleration of the train, the position gradient of the train and the air brake response time;
the fifth determining module is used for determining a speed threshold value for canceling air braking according to the electric braking acceleration of the train, the gradient of the position of the train, the air charging time and the air braking response time;
the constant speed control module is used for controlling the air brake application of the constant speed area according to the comparison between the summation of the current vehicle speed and the threshold value of the air brake application speed and the reference speed; and the air brake cancellation control module is also used for controlling the air brake cancellation in the constant speed area according to the comparison between the summation of the current vehicle speed and the air brake cancellation speed threshold value and the reference speed.
Furthermore, the adjusting unit comprises an estimated position determining module, an estimated reference speed determining module, a sixth determining module and a deceleration control module;
the system comprises an estimated position determining module, a position judging module and a position judging module, wherein the estimated position determining module is used for determining an estimated position of a train after the train is inflated;
the estimated reference speed determining module is used for determining an estimated reference speed after the train is inflated according to the estimated position after the train is inflated;
the sixth determining module is used for determining a speed threshold value for cancelling air braking according to the electric braking acceleration of the train, the gradient of the position of the train, the air charging time and the air braking response time;
and the deceleration control module is used for controlling the air brake cancellation in the deceleration area according to the comparison between the summation of the current vehicle speed and the air brake cancellation speed threshold value and the estimated reference speed after the charging time.
The method and the system for controlling the downhill running of the train generate a target speed curve by designing a heavy-duty train running control strategy; when the train passes through a long and large downhill line, the abrasion of the train and the line is reduced, and the breaking of the car coupler is avoided; when the target speed curve is tracked, the error between the actual tracking speed and the target speed is controlled within a reasonable range, and the speed tracking control of the train is realized. The method comprises the steps of firstly determining the strictest target speed and position in front of the train operation through the description form of the design line data; secondly, according to the strictest target speed and position, the long and long downhill reference speed curve design is completed by combining the line gradient, so that the early deceleration of the train in the long and long downhill interval is realized, and the ATO speed is ensured to be within a safety range; and finally, adjusting the lower bound of the speed of applying and canceling the air brake according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of the air brake output.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram illustrating a line data description format in an embodiment of the invention;
FIG. 2 is a schematic diagram illustrating the strictest target speeds calculated from the current route data profile in an embodiment of the present invention;
FIG. 3 illustrates an ATO reference speed profile design diagram in an embodiment of the present invention;
FIG. 4 illustrates a schematic diagram of a locomotive cruise control design in an embodiment of the present invention;
FIG. 5 illustrates a schematic diagram of constant velocity zone airbrake apply and deactivate switching principles in an embodiment of the present invention;
FIG. 6 illustrates a schematic diagram of the deceleration zone airbrake apply and deactivate switching principles in an embodiment of the present invention;
fig. 7 shows a flow chart of a train downhill operation control method in an embodiment of the 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.
The long and large downhill is commonly existed in freight railway, and the train can be decelerated only by applying air brake in the long and large downhill interval. The train air braking comprises two stages of braking and relieving, and the condition of relieving the re-charging constraint between two adjacent air braking stages is met, so that the braking effect of the second air braking stage can be ensured. The invention provides a method for controlling the long and downhill running of a heavy haul train, which comprises the steps of firstly determining the strictest target speed and position in front of the running of the train by designing the description form of line data; secondly, according to the strictest target speed and position, the long and long downhill reference speed curve design is completed by combining the line gradient, so that the early deceleration of the train in the long and long downhill interval is realized, and the ATO speed is ensured to be within a safety range; and finally, adjusting the lower bound of the speed of applying and canceling the air brake according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of the air brake output.
The embodiment of the invention provides a method for controlling the downhill running of a train, and fig. 7 shows a flow schematic diagram of the method for controlling the downhill running of the train in the embodiment of the invention, wherein the method comprises the following steps: determining the strictest target speed and the strictest target position in front of the train operation; determining a reference velocity profile from the strictest target velocity and the strictest target position; according to the reference speed curve, adjusting air brake at a constant speed or during deceleration to control the train to run; air brake modulation includes application and deactivation.
In the embodiment of the present invention, the description of the line speed limit in the line data is represented in a speed limit section manner, fig. 1 shows a schematic diagram of a line data description form in the embodiment of the present invention, in fig. 1, an abscissa represents a position, and an ordinate represents a speed, and if the entire line speed limit is divided into n speed limit sections, the speed limit section may be represented as { P }0,D0,V0}，{P1,D1,V1}，……，{Pn,Dn,Vn}, wherein P0Indicating the starting position of the speed limit of the first speed limit section, D0Indicating the length, V, of the limit speed of the first limit speed section0Representing the speed limit value of the first speed limit section, and so on, Pn,Dn,VnRespectively indicate the start position, the speed limit length and the speed limit value of the (n + 1) th speed limit section, for example, { P } in the figure1,D1,V1Indicates that the starting position of the second speed limit section is P1The length of the speed limit value of the second speed limit section is D1The speed limit value of the second speed limit section is V1。
In the deceleration process of the ATO, in order to prevent the overspeed risk, the specific position and the speed limit value which need to be decelerated in front need to be known, the position is called as a target position, and the speed limit value corresponding to the position is the target speed; when the train needs to determine which target position to use for deceleration to the safest deceleration mode, the determined target position is called the strictest target position, and the speed limit corresponding to the strictest target position is called the strictest target speed.
The embodiment of the invention also provides a step for determining the strictest target speed and the strictest target position in front of the train operation, which comprises the following steps: comprising determining a line data profile; determining a target speed and a target position according to the line data curve; determining a theoretical speed limit value according to the target speed, the target position and the reference deceleration; and determining the target position corresponding to the minimum theoretical speed limit value as a strictest target position, and determining the speed corresponding to the strictest target position as a strictest target speed.
The strictest target speed tv is expressed as:
wherein tv represents if according to the target position PiCalculated theoretical speed limit value VciThe minimum, the most strict target speed is the target position PiCorresponding speed
The most stringent target position tpos is expressed as:
wherein tpos represents the target position P if based oniCalculated theoretical speed limit value VciAt the minimum, the most strict target position is tPi，tPi＝Pi。
Fig. 2 is a schematic diagram illustrating the strictest target speed calculated according to the current route data curve in the embodiment of the present invention, which illustrates the determination of the strictest target speed and the strictest target position, and as shown in fig. 2, according to the current route data curve, the speed corresponding to the falling edge of the speed limit curve and the speed corresponding to the front parking position are found as target speeds, which are respectively the speed corresponding to the falling edge of the speed limit curve and the speed corresponding to the front parking position
And
the speed of a front parking spot is 0km/h and is taken as an alternative item of the strictest target speed, wherein the target positions corresponding to the target speeds are P respectively1、P2And Stoppos, wherein the current train position is Pos. VciThe expectation theory that the current position needs to be reduced is judged according to the front deceleration target position and the target speedAnd (4) limiting the speed value. Wherein Vc1Is based on the target position P1Calculated theoretical limit value, Vc2Is based on the target position P2Calculated theoretical limit value, Vc3Is a theoretical limit value calculated from the target position Stoppos.
In particular, according to the target speed
The forward parking spot speed 0km/h as an alternative to the strictest target speed, and the target position corresponding to the target speed are P1、P2Stoppos, combining a reference deceleration refa (configurable), configuring a reference deceleration of the train deceleration process according to the brake characteristics of the train, and planning an optimal reference speed in the deceleration process for the actual speed tracking reference speed control of the train; theoretical limit value Vc1，Vc2，Vc3The calculation is as follows:
wherein ,
representing target speed, refa reference deceleration, P1、P2Stoppos represents the target speed, Pos represents the current train position.
The most stringent target speed tv is then:
the most stringent target positions tpos are:
in the formula, if according to the target position P1Calculated theoretical speed limit Vc1The minimum, the most strict target speed is the target position P1Corresponding speed
The most strict target position is P1(ii) a If according to the target position P2Calculated theoretical speed limit Vc2The minimum, the most strict target speed is the target position P2Corresponding speed
The most strict target position is P2(ii) a If the theoretical limit Vc is calculated according to the target position Stoppos3And if the target speed is the minimum, the strictest target speed is the speed 0 corresponding to the target position Stoppos, and the strictest target position is the Stoppos.
VciThe method comprises the steps of judging an expected theoretical speed limit to which a current position needs to be reduced according to a front deceleration target position and a target speed, considering the speed value with the lowest theoretical speed limit of the current position to serve as a reference speed limit of an ATO (automatic train operation) in order to prevent an overspeed condition from occurring when a train sequentially passes through the front target position for deceleration, and reducing the speed in advance to ensure the safety of operation. The target position and the target speed are in corresponding relation, the strictest target position can be determined according to the selected lowest theoretical speed limit (calculated according to the target position and the reference deceleration), and the speed limit corresponding to the strictest target position is the strictest target speed.
The embodiment of the invention also discloses a method for forming a reference speed curve, which needs reasonable design of reference speed under the condition of long and large downhill to realize the function of early deceleration and prevent the serious loss of the car coupler due to large air discharge, unstable longitudinal control and severe loss under the condition of downhill. The reference speed profile is designed as follows:
and setting different reference decelerations according to different speed sections, operating the start and the position of all the front slope sections, and calculating the reference speed of the current position of the train according to the superposition of the reference decelerations of the speed section and the position.
The embodiment of the invention discloses a step for determining a reference speed curve, which comprises the steps of determining reference decelerations of different speed sections and gradients of positions where the deceleration is located; and calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the gradient of the position to obtain a reference speed curve.
FIG. 3 is a schematic diagram showing the design of an ATO reference speed curve in the embodiment of the present invention, wherein the ATO reference deceleration is divided into 4 configurable values according to the different speed intervals, namely, the speed interval [ v0,v1]、[v1,v2]、[v2,v3] and [v3,vmax]Reference deceleration is a1、a2、a3、a4，v1、v2、v3I.e., a reference deceleration switching speed point; marking position point S where line gradient switching point is located1 and S4The position is denoted by S, corresponding to S in FIG. 30、S1、S2、S3、S4、S5(ii) a The reference speed is denoted by V, where Vs is shown in FIG. 3iIndicates the position SiThe reference speed of (c), i ═ 0,1,2,3,4, 5; the reference deceleration is denoted by a, and as shown in FIG. 3, the different speed sections are respectively arranged as a1、a2、a3、a4(ii) a The gradient is represented by r (ramp), and is divided into r according to the line condition as shown in FIG. 31、r2、r3The slope value (unit ‰) indicates the height at which the train travels 1000m and climbs or descends. In the figure, v0For reference deceleration a0Switching a1Critical velocity of v1For reference deceleration a1Switching a2Critical velocity of v2For reference deceleration a2Switching a3Critical velocity of v3For reference deceleration a3Switching a4The critical speed of (c). Wherein criticalThe speed setting can be configured according to the braking characteristic difference of the train, and ceilv represents the ceiling speed limit.
From the target point StAnd calculating a reference speed according to the position, the deceleration and the slope of the position, if the reference speed reaches a set reference deceleration switching speed point or a line slope switching point, superposing a new slope or reference deceleration calculation logic on the basis of the reference speed calculated in the previous period, and so on until calculating the reference speed corresponding to the current position of the train, and taking the speed as a reference basis of a subsequent control logic. In the figure:
position StAt reference velocity Vst，Vst＝tv；
Position S5At reference velocity Vs5，
Position S4At reference velocity Vs4，
Position S3At reference velocity Vs3，
Position S2At reference velocity Vs2，
Position S1At reference velocity Vs1，
Position S0At reference velocity Vs0，
In the formula, tv represents the most severeMesh target speed, a1-r3、a2-r3、a2-r2、a3-r2、a4-r2、a4-r1A gradient value, S, representing the position of the superimposed reference deceleration of the speed section5-StIndicates the position S5To the position StDistance of (S)4-S5Indicates the position S4To the position S5Distance of (S)3-S4Indicates the position S3To the position S4Distance of (S)2-S3Indicates the position S2To the position S3Distance of (S)1-S2Indicates the position S1To the position S2Distance of (S)0-S1Indicates the position S0To the position S1The distance of (c).
The embodiment of the invention also discloses a current speed curve diagram of the constant speed and deceleration region, and fig. 4 shows a schematic diagram of the design principle of the cruise control of the locomotive in the embodiment of the invention, wherein the slope value of a large descending slope is-12 per thousand, in the diagram, the rising of a black curve represents the application of electric brake and the application of air brake, the falling of the black curve represents the cancellation of the electric brake and the cancellation of the air brake, wherein the application and cancellation time points of the air brake are related to a reference speed curve, the speed regulation is carried out by the electric brake under a flat slope, and the speed regulation is carried out by the air brake under the large descending slope.
The application and release of the air brake in the constant speed region are described in the embodiment of the present invention, fig. 5 is a schematic diagram showing the switching principle of the application and release of the air brake in the constant speed region in the embodiment of the present invention, and in fig. 5, Δ ν1Representing a threshold value of speed, av, of the air brake application in the constant velocity zone2A speed threshold value representing air brake deactivation in a constant speed region, a rising start point of a darkened curve in a current speed curve representing air brake application, a rising section of the darkened curve representing air brake response time, a falling end point of the darkened curve representing air brake deactivation, rising and falling of one darkened curve representing air brake application time, and an interval of two air brake application times representing air brake deactivation time.
The embodiment of the invention discloses a step of applying and canceling air brakes at a constant speed according to a reference speed curve, which comprises the steps of determining a speed threshold value of applying the air brakes according to the electric brake acceleration of a train, the gradient of the position of the train and the response time of the air brakes; determining a speed threshold value of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position of the train, the air charging time and the air brake response time; and controlling the air brake application and cancellation in the constant speed area according to the comparison of the current vehicle speed and the speed threshold value of the air brake application, the summation of the current vehicle speed and the speed threshold value of the air brake cancellation and the reference speed.
In a large downhill section, the electric brake cannot achieve the speed reduction effect at all, and in order to compensate the situation of insufficient electric brake, air brake application conditions need to be set. Because the process of applying air brake until the locomotive can be decelerated is not directly evaluated, the deceleration is not started after the whole train completely responds to the air brake, and the whole process has time delay, so that the train needs to apply the air brake in advance, the time delay can not influence the running overspeed, and the advance can be converted into a threshold value delta v lower than the reference speed1：
Δv1＝(accMaximum acceleration of electric brake-ramp)×tAir brake response time
wherein ,tAir brake response timeThe method is derived from the idle running time in the train traction calculation regulation, wherein the idle running time refers to the time that the train passes from the moment when the train applies braking to the moment when all brake shoes (brake pads) of the whole train press wheels (brake discs) and the brake shoe pressure is increased to the maximum value; ramp is the slope corresponding to the current position of the train, accMaximum acceleration of electric brakeThe maximum electric braking force F of the train can be searched according to the train parametersMaximum electric brakingAnd the train load W is calculated, i.e. accMaximum acceleration of electric brake＝FMaximum electric braking/W。
The specified idle running time in the train traction calculation regulation is calculated according to the following formula:
a passenger train:
during emergency braking: t is tk＝3.5-0.08ij
During service braking: t is tk＝(4.1+0.002mn)(1-0.03ij)
A cargo train:
during emergency braking: t is tk＝(1.6+0.065n)(1-0.028ij)
During service braking: t is tk＝(3.6+0.00176mn)(1-0.032ij)
in the formula ,tkRepresenting the idle running time, n representing the number of tractors, and m representing the decompression amount of the train pipe, wherein the unit is kPa; i.e. ijExpressed as braking section plus slope thousandths, taking i on uphill slopej＝0。
In order to ensure enough charging time, under the condition that the air brake is cancelled only under the condition of long and downhill and only the electric brake action is carried out, the running process cannot be overspeed, and the speed threshold value delta v for cancelling the air brake needs to be considered2：
Δv2＝(accMaximum acceleration of electric brake-ramp)*(tAir-filled twin chamber+tAir brake response compartment)
wherein ,tAir brake response timeFrom train traction calculation rulesTime of air chargingFrom the train traction calculation regulation, ramp is the slope, acc, corresponding to the current position of the trainMaximum acceleration of electric brakeThe maximum electric braking force F of the train can be searched according to the train parametersMaximum electric brakingAnd the train load W is calculated, i.e. accMaximum acceleration of electric brake＝FMaximum electric braking/W。
The air charging time of the freight train specified in the train traction calculation regulation is shown in tables 1 and 2:
TABLE 1 freight train different train pipe decompression auxiliary reservoir re-inlet time (train pipe air pressure 500kPa)
TABLE 2 air supply time of auxiliary reservoir for decompression of different train pipes of freight train (train pipe air pressure 600kPa)
In the table, the horizontal axis represents the decompression amount, the vertical axis represents the number of vehicles, and the table content is the charging time.
In the embodiment of the invention, the application of the air brake in the constant speed area simultaneously meets the following three conditions:
firstly, the continuous application time of air brake cannot be longer than the air pressure leakage time of a train brake main pipe, wherein the air pressure leakage time of the brake main pipe is the time required for the brake main pipe to completely disappear under the set pressure according to the calculation of the leakage amount of the main pipe;
secondly, the last air brake is cancelled until the time that the air brake is applied again meets the time required by air charging (the pressure of the whole train pipe and the auxiliary reservoir reaches the rated pressure);
thirdly, the current vehicle speed is already at the reference speed limit by delta v1Within, i.e. the current vehicle speed and Δ v1The sum is greater than the reference speed limit.
The air brake in the constant speed area is cancelled and added to simultaneously meet the following two conditions:
firstly, the current vehicle speed is already at the reference speed limit by delta v2In addition, the current vehicle speed and Δ v2The sum is less than the reference speed limit;
and secondly, the current speed is not lower than the unreleasable speed, if the speed of the train is lower than the unreleasable speed, the air brake is already applied, and the air brake cannot be released until the train stops.
Specifically, the conventional air brake has a low releasing wave speed, and severe tensile impulse is generated between a front vehicle which is firstly released and a rear vehicle which is subsequently released and has large braking force, even a hook breaking accident is caused. "operating rules" ("railroad locomotive operating rules") article 24 makes a clear specification for a freight train low speed mitigation speed value, i.e., "the freight train speed is below 15km/h, and train braking should not be mitigated. The interval of the long and large descending ramp is limited by factors such as periodic braking and the like, and the minimum relieving speed is not lower than 10 km/h. Heavy haul freight train speeds below 30km/h should not alleviate train braking ". This speed is therefore also referred to as the non-mitigation speed.
The deceleration zone air brake application and cancellation are described in the embodiment of the invention, fig. 6 shows a schematic diagram of the switching principle of the deceleration zone air brake application and cancellation in the embodiment of the invention, and in fig. 6, Δ v1Representing a threshold value of speed, av, of the air brake application in the deceleration zone2A speed threshold value, Deltav, representing the air brake release in the deceleration zone1 and Δv2Is calculated in accordance with the constant velocity region, Δ T1Representing the time for which the air brake is continuously applied, and air _ filled _ time representing the time required for charging the train pipe and the auxiliary reservoir; the rising section of the darkened curve represents the airbrake response time and the falling end of the darkened curve represents the airbrake release.
The embodiment of the invention discloses a step of regulating air brake application during deceleration according to the reference speed curve, which comprises the steps of determining the initial position of a deceleration area; determining a speed threshold value applied by air brake according to the electric brake acceleration of the train, the position gradient of the train and the air brake response time; the application of the airbrake to the deceleration zone is controlled in dependence on a comparison of the current vehicle speed to a threshold value for the speed at which the airbrake is applied and a reference speed.
The embodiment of the invention also discloses a step of adjusting air brake cancellation during deceleration according to the reference speed curve, which comprises the steps of determining the estimated position of the train after the train is inflated; determining a pre-estimated reference speed after the train air inflation time according to the pre-estimated position after the train air inflation time; determining a speed threshold value of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position of the train, the air charging time and the air brake response time; and controlling the air brake cancellation of the deceleration area according to the comparison between the summation of the current vehicle speed and the speed threshold value of the air brake cancellation and the estimated reference speed after the charging time.
Specifically, the deceleration section needs to consider the overspeed condition after the charging time, and cannot easily alleviate the air control, and first determines the starting position tm _ start _ pos of the deceleration section, which is calculated as follows, tv and tpos respectively represent the strictest target speed and strictest target position in front, ceilv is the current ceiling speed limit, and refa is the ATO reference deceleration (configurable):
tm_start_pos＝tpos-(tv×tv-ceilv×ceilv)/(2×refa)
if the air brake is cancelled at the current position, according to the current train speed, the current train position and the time required by the train pipe and the auxiliary reservoir for air inflation, the estimated position after the air inflation time is met can be calculated:
temp_air_fill_pos＝pos+(cmdv+v)×air_filled_time/1000/2
the method comprises the steps of acquiring a predicted position, acquiring air-filled time, wherein temp _ air _ fill _ pos represents the current train position, v represents the current speed of the train, and cmdv represents a reference speed curve.
If the estimated position temp _ air _ fill _ pos is larger than the start position tm _ start _ pos of the deceleration zone, that is, the train is already in the deceleration section, then the estimated reference speed temp _ v after the charging time is considered:
and (4) calculating the pre-estimated reference speed, and in order to judge whether the train can relieve air braking in the deceleration zone, the first air braking cancellation condition in the deceleration zone can be seen.
In the embodiment of the invention, the application of air brake in the deceleration zone simultaneously meets the following three conditions:
firstly, the continuous application time of air brake cannot be longer than the air pressure leakage time of a train brake main pipe, wherein the air pressure leakage time of the brake main pipe is the time required for the brake main pipe to completely disappear under the set pressure according to the calculation of the leakage amount of the main pipe;
secondly, the last air brake is cancelled until the time that the air brake is applied again meets the time required by air charging (the pressure of the whole train pipe and the auxiliary reservoir reaches the rated pressure);
thirdly, the current vehicle speed is already at the reference speed limit by delta v1Within, i.e. the current vehicle speed and Δ v1The sum is greater than the reference speed limit.
The deceleration zone air brake deactivation must satisfy both of the following conditions:
firstly, the current vehicle speed is already at delta v under the estimated reference speed temp _ v2In addition, the current vehicle speed and Δ v2The summation is less than the estimated reference speed limit;
and secondly, the current speed is not lower than the unreleasable speed, if the speed of the train is lower than the unreleasable speed, the air brake is already applied, and the air brake cannot be released until the train stops.
The embodiment of the invention also provides a system for controlling the downhill running of the train, which comprises:
a strictest target speed, strictest target position determining unit (first determining unit) for determining a strictest target speed and a strictest target position ahead of the train operation;
a reference speed profile determination unit (second determination unit) for determining a reference speed profile from the strictest target speed and the strictest target position;
and the adjusting unit is used for adjusting the application and cancellation of the air brake at the constant speed/deceleration according to the reference speed curve and controlling the train to run.
Specifically, the strictest target speed and strictest target position determining unit (first determining unit) comprises a line data curve determining module (first determining module), a target speed and target position determining module (second determining module), a theoretical speed limit value determining module and a comparing module;
wherein, the line data curve determining module (first determining module) is used for determining the line data curve;
a target speed and target position determination module (second determination module) for determining a target speed and a target position from the line data curve;
the theoretical speed limit value determining module is used for determining a theoretical speed limit value according to the target speed, the target position and the reference deceleration;
and the comparison module is used for determining the target position corresponding to the minimum theoretical speed limit value as the strictest target position, and determining the speed corresponding to the strictest target position as the strictest target speed.
Specifically, the reference speed curve determining unit (second unit) comprises a reference deceleration and position gradient determining module (third determining module), a reference speed determining module and a curve determining module;
the device comprises a reference deceleration and position gradient determining module (a third determining module) for determining the reference deceleration and the position gradient of different speed sections;
the reference speed determining module is used for calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the gradient of the position;
and the curve determining module is used for determining a reference speed curve according to the reference speed.
Specifically, the adjusting unit comprises an air brake application speed threshold determining module (a fourth determining module), an air brake cancellation speed threshold determining module (a fifth determining module), and a constant speed area air brake application and cancellation module (a constant speed control module);
the air brake application speed threshold determining module (a fourth determining module) is used for determining an air brake application speed threshold according to the electric brake acceleration of the train, the position gradient of the train and the air brake response time;
the air brake cancellation speed threshold determination module (a fifth determination module) is used for determining a speed threshold of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position where the train is located, the air charging time and the air brake response time;
and the constant-speed area air brake applying and canceling module (constant-speed control module) is used for controlling the air brake applying and canceling of the constant-speed area according to the comparison between the current vehicle speed and the air brake applying speed threshold value, and the sum of the current vehicle speed and the air brake canceling speed threshold value and the reference speed.
Specifically, the adjusting unit comprises an estimated position determining module, an estimated reference speed determining module, an air brake cancellation speed threshold determining module (a sixth determining module), and a deceleration zone air brake cancellation module (a deceleration control module);
the system comprises an estimated position determining module, a position judging module and a position judging module, wherein the estimated position determining module is used for determining an estimated position of a train after the train is inflated;
the estimated reference speed determining module is used for determining an estimated reference speed after the train is inflated according to the estimated position after the train is inflated;
the air brake cancellation speed threshold determination module (a sixth determination module) is used for determining a speed threshold of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position where the train is located, the air charging time and the air brake response time;
and the deceleration zone air brake cancellation module (deceleration control module) is used for controlling the air brake cancellation of the deceleration zone according to the sum of the current vehicle speed and the speed threshold value of the air brake cancellation and the comparison of the estimated reference speed after the charging time.
The method and the system for controlling the downhill running of the train generate a target speed curve by designing a heavy-duty train running control strategy; when the train passes through a long and large downhill line, the abrasion of the train and the line is reduced, and the breaking of the car coupler is avoided; when the target speed curve is tracked, the error between the actual tracking speed and the target speed is controlled within a reasonable range, and the speed tracking control of the train is realized. The method comprises the steps of firstly determining the strictest target speed and position in front of the train operation through the description form of the design line data; secondly, according to the strictest target speed and position, the long and long downhill reference speed curve design is completed by combining the line gradient, so that the early deceleration of the train in the long and long downhill interval is realized, and the ATO speed is ensured to be within a safety range; and finally, adjusting the lower bound of the speed of applying and canceling the air brake according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of the air brake output.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (15)
1. A train downhill operation control method, characterized by comprising:
determining the strictest target speed and the strictest target position in front of the train operation;
determining a reference velocity profile from the strictest target velocity and the strictest target position;
and adjusting air brake at constant speed or deceleration according to the reference speed curve to control the train to run.
2. The train downhill operation control method of claim 1, wherein the air brake modulation includes application and deactivation.
3. The train downhill operation control method according to claim 1, wherein determining the strictest target speed and the strictest target position ahead of the train operation includes the steps of:
determining a line data curve;
determining a target speed and a target position according to the line data curve;
determining a theoretical speed limit value according to the target speed, the target position and the reference deceleration;
and determining the target position corresponding to the minimum theoretical speed limit value as a strictest target position, and determining the speed corresponding to the strictest target position as a strictest target speed.
4. The train downhill operation control method according to claim 3,
the target speed comprises the speed corresponding to the descending edge of the speed limit curve in the line data curve, the speed corresponding to the front parking position and the speed of the front parking point.
5. The train downhill operation control method according to claim 3,
the theoretical limit value
Expressed as:
wherein ,
representing target speed, refa reference deceleration, PiAnd representing a target position corresponding to the target speed, and Pos represents the current train position.
6. The train downhill operation control method according to claim 1, wherein determining a reference speed profile includes the steps of:
determining reference deceleration of different speed sections and the gradient of the position;
and calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the gradient of the position to obtain a reference speed curve.
7. The train downhill control method of claim 2, wherein adjusting the application and deactivation of the air brake at constant speed according to the reference speed profile comprises the steps of:
determining a speed threshold value applied by air brake according to the electric brake acceleration of the train, the position gradient of the train and the air brake response time;
determining a speed threshold value of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position of the train, the air charging time and the air brake response time;
controlling the air brake application of the constant speed area according to the comparison between the summation of the current vehicle speed and the threshold value of the air brake application speed and the reference speed;
and controlling the air brake cancellation in the constant speed area according to the comparison between the sum of the current vehicle speed and the air brake cancellation speed threshold value and the reference speed.
8. The train downhill operation control method according to claim 2, wherein adjusting air brake release at deceleration according to the reference speed profile includes the steps of:
determining the estimated position of the train after the train is inflated;
determining a pre-estimated reference speed after the train air inflation time according to the pre-estimated position after the train air inflation time;
determining a speed threshold value of air brake cancellation according to the electric brake acceleration of the train, the gradient of the position of the train, the air charging time and the air brake response time;
and controlling air brake cancellation in the deceleration area according to the comparison between the summation of the current vehicle speed and the air brake cancellation speed threshold value and the pre-estimated reference speed after the charging time.
9. A train downhill operation control system, characterized in that the system comprises:
the first determining unit is used for determining the strictest target speed and the strictest target position in front of the train operation;
a second determination unit for determining a reference speed profile based on the strictest target speed and the strictest target position;
and the adjusting unit is used for adjusting the application and cancellation of the air brake at a constant speed or deceleration according to the reference speed curve and controlling the train to run.
10. The train downhill operation control system according to claim 9, wherein the first determining unit includes a first determining module, a second determining module, a theoretical speed limit value determining module, and a comparing module;
the first determining module is used for determining a line data curve;
the second determining module is used for determining the target speed and the target position according to the line data curve;
the theoretical speed limit value determining module is used for determining a theoretical speed limit value according to the target speed, the target position and the reference deceleration;
and the comparison module is used for determining the target position corresponding to the minimum theoretical speed limit value as the strictest target position, and determining the speed corresponding to the strictest target position as the strictest target speed.
11. The train downhill operation control system of claim 10, wherein the target speed includes a speed corresponding to a falling edge of a speed limit curve, a speed corresponding to a front parking position, and a front parking point speed in the line data curve.
12. The train downhill operation control system of claim 10,
the theoretical limit value
Expressed as:
wherein ,
representing target speed, refa reference deceleration, PiAnd representing a target position corresponding to the target speed, and Pos represents the current train position.
13. The train downhill operation control system of claim 9, wherein the second determination unit includes a third determination module, a reference speed determination module, a curve determination module;
the third determining module is used for determining the reference deceleration and the position gradient of different speed sections;
the reference speed determining module is used for calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the gradient of the position;
and the curve determining module is used for determining a reference speed curve according to the reference speed.
14. The train downhill operation control system of claim 9, wherein the adjusting unit includes a fourth determining module, a fifth determining module, a constant speed control module;
the fourth determining module is used for determining a speed threshold value applied by air brake according to the electric brake acceleration of the train, the position gradient of the train and the air brake response time;
the fifth determining module is used for determining a speed threshold value for canceling air braking according to the electric braking acceleration of the train, the gradient of the position of the train, the air charging time and the air braking response time;
the constant speed control module is used for controlling the air brake application of the constant speed area according to the comparison between the summation of the current vehicle speed and the threshold value of the air brake application speed and the reference speed; and the air brake cancellation control module is also used for controlling the air brake cancellation in the constant speed area according to the comparison between the summation of the current vehicle speed and the air brake cancellation speed threshold value and the reference speed.
15. The train downhill operation control system of claim 9, wherein the adjusting unit includes a predicted position determining module, a predicted reference speed determining module, a sixth determining module, a deceleration control module;
the system comprises an estimated position determining module, a position judging module and a position judging module, wherein the estimated position determining module is used for determining an estimated position of a train after the train is inflated;
the estimated reference speed determining module is used for determining an estimated reference speed after the train is inflated according to the estimated position after the train is inflated;
the sixth determining module is used for determining a speed threshold value for cancelling air braking according to the electric braking acceleration of the train, the gradient of the position of the train, the air charging time and the air braking response time;
and the deceleration control module is used for controlling the air brake cancellation in the deceleration area according to the comparison between the summation of the current vehicle speed and the air brake cancellation speed threshold value and the estimated reference speed after the charging time.
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