CN114348068B - Control method and system for downhill running of train - Google Patents
Control method and system for downhill running of train Download PDFInfo
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Abstract
The invention provides a control method and a system for down-slope running of a train, which are characterized in that a heavy-load train running control strategy is designed and a target speed curve is generated; when the train passes through the long downhill line, the abrasion of the train and the line is reduced, and the coupler is prevented from being broken; when tracking the target speed curve, the error between the actual tracking speed and the target speed is controlled within a reasonable range, so as to realize the speed tracking control of the train. Firstly, determining the strictest target speed and position in front of train operation through a description form of design line data; secondly, according to the strictest target speed and position, the design of a long downhill reference speed curve is completed by combining the line gradient, the speed of a train in a long downhill section is reduced in advance, and the ATO speed is ensured to be in a safe range; and finally, adjusting the lower speed limit of air brake application and withdrawal according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of 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
The train automatic operation (ATO, automatic Train Operation) system utilizes ground information to realize traction, braking control and automatic train turning-back of the train. The ATO system realizes automatic driving of the train, completes automatic driving control of the train under the protection of automatic train protection (ATP, automatic Train Protection) and realizes control of traction, braking, cruising and the like of the vehicle.
When running on long downhill, the locomotive stress analysis finds that the gravity component force along the ramp direction is increased, so that the acceleration of the locomotive in the forward direction is increased, and the running speed must be regulated by air braking. While the air brake is applied, the air pressure is continuously reduced, resulting in a sequential decay of the braking force. Particularly, when braking is performed by adopting a large air decompression amount, the air consumption is large, and the locomotive is required to release braking to charge air so as to meet the next braking. The speed is continuously increased in the idle running process of the locomotive until the speed is close to the interval speed limit again, and then air braking is carried out to adjust the speed, so that the locomotive is circulated until the locomotive is driven out of a long and large downhill slope. This is the particular cyclical braking of the locomotive on long downslopes.
In cyclic braking, the compressed air consumed by each air brake must be replenished before the next brake, i.e. "recharge", which, if insufficient, affects the braking force of the next air brake. With the continuous braking, the temperature of the locomotive brake shoe is continuously increased, so that the loss of the locomotive brake shoe is increased, the subsequent braking is affected, the single braking time is not suitable to be too long, and enough time is needed between two braking to meet the cooling of the brake shoe.
Locomotive air braking comprises two stages of braking and relieving, and the recharging constraint relieving between two adjacent air braking should be met to ensure the braking effect of secondary air braking. Aiming at the characteristics that the air brake of the freight locomotive cannot be carried out at a constant speed in a long and large downhill slope and the recharging constraint is required to be relieved between two adjacent air brakes, the optimal control problem of the freight locomotive is established on the basis of the pressure reduction and speed regulation of 50-70 kPa commonly adopted in actual operation of a driver. Regulating the cruising lower boundary according to the air charging and discharging time and the downhill gradient value to ensure the smoothness of the level output; the design of the advanced speed reduction of the long downhill slope ensures that the ATO speed is within a safe range because the response time of the air brake is longer and the speed is required to be reduced in advance before the long downhill slope is encountered.
Heavy-duty locomotives are different from ordinary locomotives, and have heavy load and long organization. And as the traction weight of the locomotive increases, the longitudinal impulse becomes more and more pronounced. In the running process of the heavy-duty locomotive, if the generated longitudinal impulse is too large, the coupler of the locomotive workshop is seriously worn or even broken, and the train is derailed and other safety accidents are caused. Especially when the locomotives travel on long and large downhill slopes with complex road conditions, severe collision can be generated between the locomotives due to the large line gradient, and at the moment, how to operate the trains is very critical. The problem of safe operation of long and large downslopes of heavy-duty locomotives is widely concerned.
In the development process of the heavy-duty train automatic driving technology, in order to ensure the safe operation of the long and descending ramp of the heavy-duty train, a control method and a system for the long and descending ramp operation of the heavy-duty train are required to be designed.
Disclosure of Invention
Aiming at the problems, the invention provides a control method for the downhill running of a train, which comprises the following steps:
determining the most stringent target speed and the most stringent target position in front of the train operation;
determining a reference speed profile according to the most stringent target speed and the most stringent target position;
and regulating air braking at constant speed or during deceleration according to the reference speed curve, and controlling the train to run.
Further, the air brake conditioning includes applying and withdrawing.
Further, determining the most stringent target speed and most stringent 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 when the theoretical speed limit value is minimum 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 the falling edge of a 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 Vc i Expressed as:
wherein ,representing the target speed, refa representing the reference deceleration, P i And representing the target position corresponding to the target speed, wherein Pos represents the current train position.
Further, determining the reference speed profile includes the steps of:
determining reference deceleration and the gradient of the position of the reference deceleration of different speed sections;
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 of the train, and obtaining a reference speed curve.
Further, the air brake application and withdrawal at constant speed is adjusted according to the reference speed profile, comprising the steps of:
determining a speed threshold value of air brake application according to the electric brake acceleration of the train, the gradient of the position of the train and the response time of the air brake;
determining a speed threshold value of air brake withdrawal 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 in the constant speed region according to the comparison of the sum of the current vehicle speed and the air brake application speed threshold value and the reference speed;
and controlling the air brake withdrawal of the constant speed area according to the comparison of the sum of the current vehicle speed and the air brake withdrawal speed threshold value and the reference speed.
Further, the air brake withdrawal during deceleration is adjusted according to the reference speed curve, comprising the following steps:
determining the estimated position of the train after the air charging time;
determining the estimated reference speed after the air charging time according to the estimated position after the air charging time of the train;
determining a speed threshold value of air brake withdrawal 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 withdrawal of the deceleration zone according to the comparison between the sum of the current vehicle speed and the threshold value of the air brake withdrawal speed and the estimated reference speed after the air charging time.
The invention also provides a train downhill running control system, which comprises:
a first determining unit for determining a most stringent target speed and a most stringent target position in front of the train operation;
a second determining unit configured to determine a reference speed profile according to the strictest target speed and the strictest target position;
and the adjusting unit is used for adjusting the application and withdrawal of the air brake during constant speed or deceleration according to the reference speed curve and controlling the running of the train.
Further, 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 a target speed and a 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 when the theoretical speed limit value is minimum as the most strict target position, and determining the speed corresponding to the most strict target position as the most strict target speed.
Further, the target speed comprises a speed corresponding to the falling edge of a 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 Vc i Expressed as:
wherein ,representing the target speed, refa representing the reference deceleration, P i And representing the target position corresponding to the target speed, wherein Pos represents the current train position.
Further, the second determining unit comprises a third determining module, a reference speed determining module and a curve determining 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 of air brake application according to the electric brake acceleration of the train, the gradient of the position of the train and the response time of the air brake;
the fifth determining module is used for determining a speed threshold value of air brake withdrawal 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;
a constant speed control module for controlling air brake application in a constant speed region based on a comparison of a sum of a current vehicle speed and an air brake application speed threshold with a reference speed; and the air brake withdrawal device is also used for controlling the air brake withdrawal of the constant speed area according to the comparison of the sum of the current vehicle speed and the air brake withdrawal speed threshold value and the reference speed.
Further, the adjusting unit comprises a predicted position determining module, a predicted reference speed determining module, a sixth determining module and a deceleration control module;
the estimated position determining module is used for determining the estimated position of the train after the train is inflated;
the estimated reference speed determining module is used for determining the estimated reference speed after the air charging time according to the estimated position after the air charging time of the train;
the sixth determining module is used for determining a speed threshold value of air brake withdrawal 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 the deceleration control module is used for controlling the air brake withdrawal of the deceleration zone according to the comparison between the summation of the current vehicle speed and the threshold value of the air brake withdrawal speed and the estimated reference speed after the air charging time.
According to the train downhill operation control method and system, a heavy-load train operation control strategy is designed, and a target speed curve is generated; when the train passes through the long downhill line, the abrasion of the train and the line is reduced, and the coupler is prevented from being broken; when tracking the target speed curve, the error between the actual tracking speed and the target speed is controlled within a reasonable range, so as to realize the speed tracking control of the train. Firstly, determining the strictest target speed and position in front of train operation through a description form of design line data; secondly, according to the strictest target speed and position, the design of a long downhill reference speed curve is completed by combining the line gradient, the speed of a train in a long downhill section is reduced in advance, and the ATO speed is ensured to be in a safe range; and finally, adjusting the lower speed limit of air brake application and withdrawal according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of 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 may 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 of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a circuit data description in an embodiment of the invention;
FIG. 2 illustrates a schematic diagram of the most stringent target speed calculated from the current line data curve in an embodiment of the present invention;
FIG. 3 shows a schematic design of ATO reference speed profile 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 a constant speed zone air brake apply and reverse switching principle in an embodiment of the present invention;
FIG. 6 is a schematic diagram of the principle of deceleration zone air brake apply and reverse switching in an embodiment of the invention;
fig. 7 shows a schematic flow chart of a control method for downhill running of a train in an embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Long downgrades are commonly found on freight railways, and the train needs to apply air brakes in long downgrade intervals to ensure deceleration. The train air braking comprises two stages of braking and releasing, and the releasing recharging constraint between two adjacent air braking should be satisfied to ensure the braking effect of the secondary air braking. The invention provides a control method for long and descending operation of a heavy-duty train, which comprises the steps of firstly determining the strictest target speed and position in front of the operation of the train through a description form of design line data; secondly, according to the strictest target speed and position, the design of a long downhill reference speed curve is completed by combining the line gradient, the speed of a train in a long downhill section is reduced in advance, and the ATO speed is ensured to be in a safe range; and finally, adjusting the lower speed limit of air brake application and withdrawal according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of air brake output.
An embodiment of the invention provides a method for controlling a train to run downhill, and fig. 7 shows a schematic flow diagram of the method for controlling the train to run downhill, and the method comprises the following steps: determining the most stringent target speed and the most stringent target position in front of the train operation; determining a reference speed profile according to the most stringent target speed and the most stringent target position; according to the reference speed curve, regulating air braking at a constant speed or during deceleration, and controlling the running of the train; air brake conditioning includes application and retraction.
In the embodiment of the invention, the description of the line speed limit in the line data is represented by a speed limit section mode, fig. 1 shows a schematic diagram of the description form of the line data in the embodiment of the invention, in fig. 1, the abscissa represents the position, the ordinate represents the speed, and if the whole line speed limit is divided into n sections of speed limit sections, the speed limit section can be represented as { P } 0 ,D 0 ,V 0 }，{P 1 ,D 1 ,V 1 }，……，{P n ,D n ,V n}, wherein P0 Represents the starting position of the speed limit value of the first speed limit section, D 0 Representing the length of the speed limit value of the first speed limit section, V 0 The speed limit value representing the first speed limit segment, and so on, P n ,D n ,V n Respectively represent the starting position of the (n+1) th speed limit section, the speed limit length and the speed limit value, e.g. in the figure，{P 1 ,D 1 ,V 1 The second speed limit section is denoted by P 1 The length of the speed limit value of the second speed limit section is D 1 The speed limit value of the second speed limit section is V 1 。
In the decelerating process of ATO, in order to prevent overspeed risk, a specific position and a speed limiting value, which need to be decelerated, in front need to be known, are called as target positions, and the speed limiting value corresponding to the position is the target speed; in the process of decelerating the train in the front direction, more than one position (namely, target position) which needs to be decelerated possibly occurs, at this time, it is necessary to determine which target position is adopted to decelerate to be the safest deceleration mode, and 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 the steps of determining the most strict target speed and the most strict target position in front of the running of the train: includes 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 when the theoretical speed limit value is minimum as the strictest target position, and determining the speed corresponding to the strictest target position as the strictest target speed.
The strictest target speed tv is expressed as:
wherein tv represents the position P according to the target position i Calculated theoretical speed limit value Vc i Minimum, the strictest target speed is the target position P i Corresponding speed
The most stringent target position tpos is expressed as:
wherein tpos represents the position P according to the target position i Calculated theoretical speed limit value Vc i Minimum, then the most stringent target position is tP i ，tP i ＝P i 。
FIG. 2 is a schematic diagram showing the most stringent target speed calculated according to the current line data curve in the embodiment of the present invention, illustrating the determination of the most stringent target speed and the most stringent target position, and finding the speed corresponding to the falling edge of the speed limit curve and the speed corresponding to the front parking position as the target speeds according to the current line data curve as shown in FIG. 2, respectively and />The front parking spot speed is 0km/h and is used as an alternative of the strictest target speed, wherein the target positions corresponding to the target speed are respectively P 1 、P 2 Stoppos, the current train position is Pos. Vc (Vc) i The method is characterized in that an expected theoretical speed limit value to which the current position needs to be reduced is judged according to the front deceleration target position and the target speed. Wherein Vc 1 Is based on the target position P 1 Calculated theoretical speed limit value, vc 2 Is based on the target position P 2 Calculated theoretical speed limit value, vc 3 Is a theoretical speed limit value calculated from the target position Stoppos.
Specifically, according to the target speedThe front parking spot speed 0km/h as an alternative of the strictest target speed, and the target positions corresponding to the target speeds are P respectively 1 、P 2 Stoppos, in combination with a reference deceleration refa (configurable), configures a reference deceleration during the deceleration of the train according to the braking characteristics of the train, plans an optimal reference speed during the deceleration, for tracking the actual speed of the train with respect to the reference speed controlPreparing; theoretical speed limit value Vc 1 ，Vc 2 ，Vc 3 The calculation is as follows:
wherein ,representing target speed, refa representing reference deceleration, P 1 、P 2 Stoppos indicates the target speed and Pos indicates the current train position.
The most stringent target speed tv is:
the most stringent target positions tpos are:
in the formula, if according to the target position P 1 Calculated theoretical speed limit Vc 1 Minimum, the strictest target speed is the target position P 1 Corresponding speedThe most stringent target position is P 1 The method comprises the steps of carrying out a first treatment on the surface of the If according to the target position P 2 Calculated theoretical speed limit Vc 2 Minimum, the strictest target speed is the target position P 2 Corresponding speed->The most stringent target position is P 2 The method comprises the steps of carrying out a first treatment on the surface of the If the theoretical speed limit Vc calculated according to the target position Stoppos 3 And if the minimum, the strictest target speed is the speed 0 corresponding to the target position Stoppos, and the strictest target position is Stoppos.
Vc i The method is characterized in that the expected theoretical speed limit to which the current position needs to be reduced is judged according to the front speed reduction target position and the target speed, and in order to prevent overspeed conditions when the train sequentially passes through the front speed reduction target position, the speed value with the lowest theoretical speed limit of the current position needs to be considered as the reference speed limit of ATO, so that the speed is reduced in advance, and the running safety is ensured. The target position and the target speed are in a 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 forming method of the reference speed curve, which needs to reasonably design the reference speed under the condition of long downhill so as to realize the function of early deceleration, prevent the large ventilation under the condition of downhill, and lead the longitudinal control to be unstable and seriously consume the coupler. The reference speed profile scheme is designed as follows:
and setting different reference decelerations according to different speed sections, running the initial positions and the positions of all gradient sections in front, and calculating the reference speed of the current position of the train according to the gradient of the position where the reference decelerations of the speed sections are superposed.
The embodiment of the invention discloses a step for determining a reference speed curve, which 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 of the train, and obtaining a reference speed curve.
FIG. 3 shows a schematic design of ATO reference speed curve in the embodiment of the present invention, the ATO reference deceleration is divided into 4 configurable values according to the difference of the speed interval, the speed interval [ v ] 0 ,v 1 ]、[v 1 ,v 2 ]、[v 2 ,v 3] and [v3 ,v max ]The reference deceleration is a respectively 1 、a 2 、a 3 、a 4 ，v 1 、v 2 、v 3 I.e. a reference deceleration switching speed point; marking a position point S where a line gradient switching point is located 1 and S4 The position is denoted by S, corresponding to S in FIG. 3 0 、S 1 、S 2 、S 3 、S 4 、S 5 The method comprises the steps of carrying out a first treatment on the surface of the The reference velocity is denoted by V, where Vs in FIG. 3 i Representing the position S i At a reference speed 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 configured as a 1 、a 2 、a 3 、a 4 The method comprises the steps of carrying out a first treatment on the surface of the The gradient is expressed by r (ramp), and as shown in FIG. 3, is divided into r according to the line condition 1 、r 2 、r 3 The gradient value (unit is%o) is expressed as the height of 1000m climbing or descending of the train running. In the figure, v 0 For the reference deceleration a 0 Switch a 1 Critical speed, v 1 For the reference deceleration a 1 Switch a 2 Critical speed, v 2 For the reference deceleration a 2 Switch a 3 Critical speed, v 3 For the reference deceleration a 3 Switch a 4 Is set at a critical speed of (c). The critical 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 S t And if the reference speed reaches the set reference deceleration switching speed point or the line gradient switching point, a new gradient or reference deceleration calculation logic is overlapped on the basis of the reference speed calculated in the previous period, and the like until the reference speed corresponding to the current position of the train is calculated, and the speed is used as the reference basis of the subsequent control logic. In the figure:
position S t At a reference velocity Vs t ，Vs t ＝tv；
Position S 5 At a reference velocity Vs 5 ，
Position S 4 At a reference velocity Vs 4 ，
Position S 3 At a reference velocity Vs 3 ，
Position S 2 At a reference velocity Vs 2 ，
Position S 1 At a reference velocity Vs 1 ，
Position S 0 At a reference velocity Vs 0 ，
Where tv represents the most stringent target speed, a 1 -r 3 、a 2 -r 3 、a 2 -r 2 、a 3 -r 2 、a 4 -r 2 、a 4 -r 1 A gradient value representing the position where the reference deceleration of the speed section is superimposed, S 5 -S t Representing the position S 5 To position S t Distance S of (2) 4 -S 5 Representing the position S 4 To position S 5 Distance S of (2) 3 -S 4 Representing the position S 3 To position S 4 Distance S of (2) 2 -S 3 Representing the position S 2 To position S 3 Distance S of (2) 1 -S 2 Representing the position S 1 To position S 2 Distance S of (2) 0 -S 1 Representing the position S 0 To position S 1 Is a distance of (3).
In the embodiment of the invention, the rising of the darkening curve represents the electric brake application and the air brake application, the falling of the darkening curve represents the electric brake withdrawal and the air brake withdrawal, wherein the time points of the application and the withdrawal of the air brake are related to a reference speed curve, the electric brake is used for speed regulation under a flat slope, and the air brake is used for speed regulation under the long downhill slope.
In the embodiment of the present invention, the application and withdrawal of the air brake in the constant speed area are described, fig. 5 shows a schematic diagram of the switching principle of the application and withdrawal of the air brake in the constant speed area in the embodiment of the present invention, and fig. 5 shows Δv in the schematic diagram 1 Indicating a speed threshold, deltav, for the application of an air brake in the constant speed region 2 A speed threshold indicating a withdrawal of the air brake in the constant speed region, a rising start point of a darkened curve in the current speed curve indicating an air brake application, a rising section of the darkened curve indicating an air brake response time, a falling end point of the darkened curve indicating a withdrawal of the air brake, a rising and falling of one darkened curve indicating an air brake application time, and an interval of two air brake application times indicating an air brake withdrawal time.
The embodiment of the invention discloses a step of applying and withdrawing air brake at a constant speed according to the reference speed curve, which comprises the steps of determining a speed threshold value of air brake application according to electric brake acceleration of a train, gradient of the position of the train and air brake response time; determining a speed threshold value of air brake withdrawal 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 withdrawal of the constant speed area according to the comparison of the current vehicle speed and the air brake application speed threshold value, the summation of the current vehicle speed and the air brake withdrawal speed threshold value and the reference speed.
In a large downhill section, the electric brake cannot achieve the effect of deceleration at all, and in order to compensate for the situation of insufficient electric brake, conditions for applying the air brake are required. Due to application of air brakes up to the locomotiveThe speed reduction process can be directly evaluated poorly, the speed reduction is assumed to be started after the whole train completely responds to the air brake, and the whole process has time delay, so that the air brake needs to be applied in advance, the running overspeed is not influenced by the time delay, and the time delay can be converted into a threshold value Deltav lower than the reference speed 1 ：
Δv 1 ＝(acc Maximum acceleration of electric brake -ramp)×t Air brake response time
wherein ,tAir brake response time The idle running time is from the train traction calculation rule, and the idle running time is the time which is elapsed from when the train applies the brake until all brake shoes (brake pads) of the whole train are pressed on wheels (brake discs) and the brake shoe pressure is increased to the maximum value; ramp is the gradient corresponding to the current train position and acc Maximum acceleration of electric brake The maximum electric braking force F of the train can be searched according to the train parameters Maximum electric braking And the train load W is calculated, namely acc Maximum acceleration of electric brake ＝F Maximum electric braking /W。
The idle running time specified in the train traction calculation procedure is calculated according to the following formula:
passenger train:
during emergency braking: t is t k ＝3.5-0.08i j
When in service braking: t is t k ＝(4.1+0.002mn)(1-0.03i j )
Cargo train:
during emergency braking: t is t k ＝(1.6+0.065n)(1-0.028i j )
When in service braking: t is t k ＝(3.6+0.00176mn)(1-0.032i j )
in the formula ,tk The idle running time is represented, n represents the number of traction vehicles, m represents the pressure reduction amount of a train pipe, and the unit is kPa; i.e j Expressed as brake zone plus slope thousands of points, i is taken on the upper ramp j ＝0。
To ensure sufficient charging time, the vehicle is operated under the condition that the air brake is released only by electric brake action on long downhill slopeThe process will not overspeed, and the speed threshold Deltav of air brake withdrawal is considered 2 ：
Δv 2 ＝(acc Maximum acceleration of electric brake -ramp)*(t Air charging pair room +t Air brake response room )
wherein ,tAir brake response time From the hollow running time, t of the train traction calculation procedure Time of air charging Deriving from 'train traction calculation procedure', ramp is the gradient corresponding to the current train position, acc Maximum acceleration of electric brake The maximum electric braking force F of the train can be searched according to the train parameters Maximum electric braking And the train load W is calculated, namely acc Maximum acceleration of electric brake ＝F Maximum electric braking /W。
The air charging time of the freight train specified in the train traction calculation code is shown in tables 1 and 2:
TABLE 1 auxiliary reservoir recharging time for different train pipe decompression amounts of cargo train (train pipe air pressure 500 kPa)
TABLE 2 auxiliary reservoir recharging time for different train pipe pressure relief amounts of cargo train (train pipe air pressure 600 kPa)
In the table, the horizontal axis of the table indicates the amount of pressure reduction, the vertical axis indicates the number of vehicles, and the table content indicates the charging time.
In the embodiment of the invention, the air brake application in the constant speed area meets the following three conditions simultaneously:
1. the continuous application time of the air brake cannot be larger than the air pressure leakage time of a main brake pipe of the train, wherein the air pressure leakage time of the main brake pipe refers to the time required by the main brake pipe to completely disappear according to the calculation of the leakage amount of the main brake pipe under the set pressure;
2. the time from the last air brake withdrawal to the air brake reapplication meets the time required for charging (the time from the full train pipe pressure to the auxiliary reservoir pressure reaches the rated pressure);
3. the current vehicle speed is already at the reference speed limit Deltav 1 Within, i.e. current vehicle speed and Deltav 1 The summation is greater than the reference speed limit.
The air brake withdrawal and addition in the constant speed area simultaneously meets the following two conditions:
1. the current vehicle speed is already at the reference speed limit Deltav 2 In addition, the current vehicle speed and Deltav 2 The summation is less than the reference speed limit;
2. if the current speed of the train is not lower than the non-reducible speed, the air brake is already applied, and the air brake cannot be reduced until the train is stopped.
Specifically, the current air brake has lower wave speed, and severe stretching impulse and even hook breaking accidents are caused between a front vehicle released firstly and a rear vehicle released later and having larger braking force. The 24 th operating rule of the railway locomotive makes clear regulation on the low speed relief speed value of the freight train, namely, train braking is not relieved when the speed of the freight train is below 15 km/h. The long downhill path section is limited by factors such as periodic braking, and the minimum release speed is not lower than 10km/h. The speed of the heavy-duty cargo train is below 30km/h, and train braking should not be relieved. This speed is also referred to as an unreliable speed.
Description is made on application and withdrawal of air brake in the deceleration zone in the embodiment of the present invention, fig. 6 is a schematic diagram showing the principle of switching between application and withdrawal of air brake in the deceleration zone in the embodiment of the present invention, and fig. 6, Δv 1 Indicating a threshold value for the speed of application of the air brake in the deceleration zone, deltav 2 Speed threshold, deltav, representing the air brake release in the deceleration zone 1 and Δv2 Is calculated in accordance with the constant velocity region, deltaT 1 The air_filled_time represents the time required for the train pipe and the auxiliary reservoir to be inflated; the rising section of the darkened curve indicates the air brake response time, and the falling end of the darkened curve indicates the air brake withdrawal.
The embodiment of the invention discloses a step of adjusting air brake application during deceleration according to the reference speed curve, which comprises the steps of determining the initial position of a deceleration zone; determining a speed threshold value of air brake application according to the electric brake acceleration of the train, the gradient of the position of the train and the response time of the air brake; the air brake application in the deceleration zone is controlled based on a comparison of the sum of the current vehicle speed and the air brake application speed threshold and a reference speed.
The embodiment of the invention also discloses a step of adjusting air brake withdrawal during deceleration according to the reference speed curve, which comprises the steps of determining the estimated position of the train after the air charging time; determining the estimated reference speed after the air charging time according to the estimated position after the air charging time of the train; determining a speed threshold value of air brake withdrawal 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 withdrawal of the deceleration zone according to the summation of the current vehicle speed and the air brake withdrawal speed threshold value and the comparison of the estimated reference speed after the air charging time.
Specifically, the deceleration zone needs to consider the overspeed condition after the air charging time, and the air control cannot be easily relieved, and the initial position tm_start_pos of the deceleration zone is first determined, where tv and tpos respectively represent the strictest target speed and the 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 withdrawn 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 air cylinder for charging air, the estimated position after the air charging time is satisfied can be calculated:
temp_air_fill_pos＝pos+(cmdv+v)×air_filled_time/1000/2
wherein temp_air_fill_pos represents the estimated position, air_filled_time represents the time required for charging the train pipe and the auxiliary reservoir, pos represents the current train position, v represents the current speed of the train, and cmdv represents the reference speed curve.
If the estimated position temp_air_fill_pos is greater than the start position tm_start_pos of the deceleration zone, i.e. the train is already in the deceleration section, consider the estimated reference speed temp_v after the inflation time:
and calculating the estimated reference speed, wherein in order to judge whether the train can release the air brake in the deceleration zone, the first air brake withdrawal condition in the deceleration zone is seen.
In the embodiment of the invention, the air brake application in the deceleration zone simultaneously meets the following three conditions:
1. the continuous application time of the air brake cannot be larger than the air pressure leakage time of a main brake pipe of the train, wherein the air pressure leakage time of the main brake pipe refers to the time required by the main brake pipe to completely disappear according to the calculation of the leakage amount of the main brake pipe under the set pressure;
2. the time from the last air brake withdrawal to the air brake reapplication meets the time required for charging (the time from the full train pipe pressure to the auxiliary reservoir pressure reaches the rated pressure);
3. the current vehicle speed is already at the reference speed limit Deltav 1 Within, i.e. current vehicle speed and Deltav 1 The summation is greater than the reference speed limit.
The deceleration zone air brake release must satisfy the following two conditions simultaneously:
1. the current vehicle speed has been Δv at the estimated reference speed temp_v 2 In addition, the current vehicle speed and Deltav 2 The summation is smaller than the estimated reference speed limit;
2. if the current speed of the train is not lower than the non-reducible speed, the air brake is already applied, and the air brake cannot be reduced until the train is stopped.
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 before a train operation;
a reference speed curve determining unit (second determining unit) for determining a reference speed curve from the most stringent target speed and the most stringent target position;
and the adjusting unit is used for adjusting the application and withdrawal of the air brake during constant speed/deceleration according to the reference speed curve and controlling the train to run.
Specifically, the most stringent target speed and most stringent 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 a line data curve;
a target speed and target position determining module (second determining 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 when the theoretical speed limit value is minimum as the most strict target position, and determining the speed corresponding to the most strict target position as the most strict 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 system comprises a reference deceleration and position gradient determining module (a third determining module) for determining the reference deceleration and 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 includes an air brake application speed threshold determining module (fourth determining module), an air brake withdrawal speed threshold determining module (fifth determining module), and a constant speed zone air brake application and withdrawal module (constant speed control module);
the air brake applying speed threshold determining module (fourth determining module) is used for determining an air brake applying speed threshold according to the electric brake acceleration of the train, the gradient of the position of the train and the air brake response time;
the air brake withdrawal speed threshold determining module (fifth determining module) is used for determining an air brake withdrawal speed threshold 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;
a constant speed region air brake applying and withdrawing module (constant speed control module) for controlling the air brake applying and withdrawing of the constant speed region according to the speed threshold value of the current vehicle speed and the air brake applying, the sum of the current vehicle speed and the speed threshold value of the air brake withdrawing and the comparison of the reference speed.
Specifically, the adjusting unit comprises an estimated position determining module, an estimated reference speed determining module, an air brake withdrawal speed threshold determining module (sixth determining module) and a deceleration zone air brake withdrawal module (deceleration control module);
the estimated position determining module is used for determining the estimated position of the train after the train is inflated;
the estimated reference speed determining module is used for determining the estimated reference speed after the air charging time according to the estimated position after the air charging time of the train;
the air brake withdrawal speed threshold determining module (sixth determining module) is used for determining an air brake withdrawal speed threshold 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 the air brake withdrawal module (a deceleration control module) is used for controlling the air brake withdrawal of the deceleration zone according to the comparison between the summation of the current vehicle speed and the air brake withdrawal speed threshold value and the estimated reference speed after the charging time.
According to the train downhill operation control method and system, a heavy-load train operation control strategy is designed, and a target speed curve is generated; when the train passes through the long downhill line, the abrasion of the train and the line is reduced, and the coupler is prevented from being broken; when tracking the target speed curve, the error between the actual tracking speed and the target speed is controlled within a reasonable range, so as to realize the speed tracking control of the train. Firstly, determining the strictest target speed and position in front of train operation through a description form of design line data; secondly, according to the strictest target speed and position, the design of a long downhill reference speed curve is completed by combining the line gradient, the speed of a train in a long downhill section is reduced in advance, and the ATO speed is ensured to be in a safe range; and finally, adjusting the lower speed limit of air brake application and withdrawal according to the air charging and discharging time and the downhill gradient value, and ensuring the smoothness of air brake output.
Although the 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (9)
1. A method for controlling a downhill train operation, the method comprising:
determining the most stringent target speed and the most stringent target position in front of the train operation;
determining reference deceleration of different speed sections and the gradient of the position by combining the gradient of the line;
starting from the strictest target position, 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 obtaining a reference speed curve;
according to the reference speed curve, regulating air braking at a constant speed or during deceleration, and controlling the running of the train;
determining the most stringent target speed and most stringent target position ahead of the train operation comprises the steps of:
determining a line data curve;
determining a target speed and a target position according to the line data curve;
the target speed comprises speeds corresponding to a plurality of falling edges of a speed limit curve in a line data curve, speeds corresponding to a front parking position and a front parking point speed;
calculating a plurality of theoretical speed limit values according to the target speed, the target position, the current train position and the reference deceleration;
and determining the target position corresponding to the minimum value in the theoretical speed limiting values as the strictest target position, and determining the speed corresponding to the strictest target position as the strictest target speed.
2. The method of claim 1, wherein the air brake adjustment comprises an application and a withdrawal.
3. The method for controlling the downhill running of a train according to claim 1, wherein the theoretical speed limit value is:
wherein ,Vti Representing the target speed, refa representing the reference deceleration, P i And representing the target position corresponding to the target speed, wherein Pos represents the current train position.
4. The train downhill operation control method according to claim 2, wherein the air brake application and withdrawal at a constant speed is adjusted according to the reference speed profile, comprising the steps of:
determining a speed threshold value of air brake application according to electric brake acceleration of the train, gradient of the position of the train and air brake response time，
Wherein ramp is the gradient corresponding to the current train position;
determining a speed threshold value of air brake withdrawal 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 air brake application in the constant speed region according to the comparison of the sum of the current vehicle speed and the air brake application speed threshold value and the reference speed;
and controlling the air brake withdrawal of the constant speed area according to the comparison of the sum of the current vehicle speed and the air brake withdrawal speed threshold value and the reference speed.
5. The train downhill operation control method according to claim 2, wherein the air brake release at the time of deceleration is adjusted according to the reference speed profile, comprising the steps of:
determining the estimated position of the train after the air charging time;
determining the estimated reference speed after the air charging time according to the estimated position after the air charging time of the train;
determining a speed threshold value of air brake withdrawal 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 withdrawal of the deceleration zone according to the comparison between the summation of the current vehicle speed and the air brake withdrawal speed threshold and the estimated reference speed after the air charging time.
6. A train downhill operation control system, the system comprising:
a first determining unit for determining a most stringent target speed and a most stringent target position in front of the train operation;
the second determining unit is used for determining the reference deceleration and the position gradient of different speed sections by combining the line gradient, calculating the reference speed of the current position of the train according to the position of the train, the reference deceleration and the position gradient from the strictest target position, and obtaining a reference speed curve;
the adjusting unit is used for adjusting the application and withdrawal of the air brake during constant speed or deceleration according to the reference speed curve and controlling the running of the train;
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 a target speed and a target position according to the line data curve;
the target speed comprises speeds corresponding to a plurality of falling edges of a speed limit curve in a line data curve, speeds corresponding to a front parking position and a front parking point speed;
the theoretical speed limit value determining module is used for calculating a plurality of theoretical speed limit values according to the target speed, the target position, the current train position and the reference deceleration;
and the comparison module is used for determining the target position corresponding to the minimum value in the theoretical speed limiting values as the strictest target position, and determining the speed corresponding to the strictest target position as the strictest target speed.
7. The system for controlling the downhill operation of a train according to claim 6, wherein,
the theoretical speed limit valueThe method comprises the following steps:
wherein ,representing the target speed, refa representing the reference deceleration, P i And representing the target position corresponding to the target speed, wherein Pos represents the current train position.
8. The train downhill operation control system according to claim 6, 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 of air brake application according to the electric brake acceleration of the train, the gradient of the position of the train and the response time of the air brake，
Wherein ramp is the gradient corresponding to the current train position;
a fifth determining module for determining a speed threshold value of air brake withdrawal 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，
；
A constant speed control module for controlling air brake application in a constant speed region based on a comparison of a sum of a current vehicle speed and an air brake application speed threshold value with a reference speed; and the air brake withdrawal control device is also used for controlling the air brake withdrawal of the constant speed area according to the comparison of the summation of the current vehicle speed and the air brake withdrawal speed threshold value and the reference speed.
9. The system according to claim 6, wherein the adjusting unit comprises a predicted position determining module, a predicted reference speed determining module, a sixth determining module, and a deceleration control module;
the estimated position determining module is used for determining the estimated position of the train after the train is inflated;
the estimated reference speed determining module is used for determining the estimated reference speed after the air charging time according to the estimated position after the air charging time of the train;
the sixth determining module is used for determining a speed threshold value of air brake withdrawal 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 the deceleration control module is used for controlling the air brake withdrawal of the deceleration zone according to the comparison between the summation of the current vehicle speed and the air brake withdrawal speed threshold value and the estimated reference speed after the air charging time.
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