CN115092216B - Automatic driving distributed control system for freight train - Google Patents
Automatic driving distributed control system for freight train Download PDFInfo
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- CN115092216B CN115092216B CN202210850079.1A CN202210850079A CN115092216B CN 115092216 B CN115092216 B CN 115092216B CN 202210850079 A CN202210850079 A CN 202210850079A CN 115092216 B CN115092216 B CN 115092216B
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- 230000003068 static effect Effects 0.000 claims description 34
- 238000011217 control strategy Methods 0.000 claims description 24
- 238000000034 method Methods 0.000 claims description 15
- 230000003137 locomotive effect Effects 0.000 claims description 13
- 238000013112 stability test Methods 0.000 claims description 9
- 230000006835 compression Effects 0.000 claims description 6
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The invention discloses an automatic driving distributed control system of a freight train, which comprises a plurality of steady operation monitoring devices, a train automatic driving main control unit, LKJ or ATP and a train traction braking system, wherein the steady operation monitoring devices are distributed along the train; the automatic train driving main control unit receives speed limit data sent by LKJ or ATP, receives monitoring signals sent by the steady operation monitoring device, and outputs control signals representing traction power or braking power to the train traction braking system according to the obtained balance coefficient, traction characteristic, braking characteristic and the optimal operation speed. The invention has the technical advantages that: the relative acceleration delta a of a workshop, the free clearance state G of the coupler and the stretching/compressing distance L of the coupler buffer device are monitored through a plurality of steady operation monitoring devices, and different functions f are adopted to integrate the information of delta a, G and L, so that whether the train operates steadily or not is judged, and the inducing factors of coupler breaking and vehicle derailment are eliminated.
Description
Technical Field
The invention relates to the technical field of automatic control of railway vehicles, in particular to automatic driving of freight trains.
Background
The automatic driving technology of the railway train has important value in improving the safety efficiency of railway operation and improving the labor condition of railway staff. The existing automatic train driving technology is mainly applied to high-speed rail and subway motor train units, the motor train units are formed by connecting, hanging and fixing and marshalling a plurality of motor trains and a plurality of trailers, and the traction aspect has the characteristics of stable starting capability, wider speed regulation range, smooth speed regulation process and the like; the braking aspect has the characteristics of strong braking capability, high response speed, high braking force distribution consistency, small braking impulse and the like. The existing train automatic driving system is designed based on the characteristics of the motor train unit, and the motor train unit can provide an accurate and efficient control interface and execution performance for the train automatic driving system.
However, there are significant differences between freight trains and motor train units: (1) The freight train adopts locomotive traction, power is concentrated, and the power transmission in the process of starting and accelerating the train is complex; (2) The brake force of the freight train is discrete, mainly air brake shoe braking is adopted, the brake execution delay time is long, and the brake force effective time of each vehicle is inconsistent; (3) The freight train generally adopts non-tight coupler, the free clearance of the connecting profile between the couplers is large, the longitudinal impact force is large in the running process, and the coupler can be broken when serious; (4) The freight train has multiple types of vehicles and non-fixed marshalling, the mass difference between the mass of the empty train and the mass of the heavy train is large, the longitudinal impact force between the vehicles is increased when the empty train and the heavy train are mixed, the 'lifting and squeezing' effect of the empty train is generated, and the vehicles can be derailed when the empty train and the heavy train are serious. Due to the above-mentioned differences and the complexity of the operation conditions of freight trains, existing automatic train driving systems designed for high-speed rail and subway motor train units are difficult to be used for freight trains, and currently, freight trains basically rely on locomotive drivers to manually operate and drive, so that development of automatic driving technologies applicable to freight trains is urgent.
Disclosure of Invention
The invention aims to provide an automatic driving control system and a control method thereof for a freight train, which enable trains with different self-constitution characteristics to stably run under different running working conditions and line conditions, and solve the problems that the automatic driving possibly causes coupler breakage and vehicle derailment, and the freight train has complex running working conditions and difficult control.
The invention provides a cargo train automatic driving distributed control system, which comprises: a plurality of steady operation monitoring devices, a train automatic driving main control unit, a train operation monitoring device or a train automatic protection system (LKJ or ATP) and a train traction braking system which are distributed along the vehicle;
The automatic train driving main control unit is connected with the train operation monitoring device or the automatic train protection system (LKJ or ATP) and the train traction braking system; the automatic train driving main control unit also receives speed limit data sent by the train operation monitoring device or the automatic train protection system (LKJ or ATP) and outputs a control signal to the train traction braking system;
The train automatic driving main control unit is communicated with the plurality of steady operation monitoring devices through a wide area wireless internet of things and receives monitoring signals sent by the plurality of steady operation monitoring devices;
Each stationary operation monitoring device comprises a workshop relative acceleration monitoring module, a coupler buffer device monitoring module and a coupler free clearance state monitoring module which are respectively used for detecting relative acceleration deltaa between two adjacent vehicles, a stretching/compressing distance L of the coupler buffer device and a coupler free clearance state G; each stable operation monitoring device transmits the obtained delta a, G and L to the automatic train driving main control unit through the wide area wireless internet of things;
The automatic train driving main control unit comprises a balance coefficient calculation unit, a storage unit, a traction characteristic calculation unit, a braking characteristic calculation unit, an optimal speed curve calculation unit and a control strategy output unit;
the optimal speed curve calculation unit calculates the optimal running speed of the train in real time according to the time division, line parameters, interval states and speed limit data sent by the train running monitoring device or the automatic train protection system (LKJ or ATP);
The balance coefficient calculating unit receives the deltaa, G and L and outputs a balance coefficient B representing the running stability of the train, wherein B=f (deltaa, G and L), and the function f is determined through the operation stability test of the trains with different self-constitution characteristics under different running working conditions and line conditions and is stored in the storage unit; the traction characteristic calculation unit and the braking characteristic calculation unit respectively output the traction characteristic and the braking characteristic of the train;
The control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained balance coefficient, traction characteristic, braking characteristic and the optimal running speed.
The invention has the technical advantages that: according to the invention, the relative acceleration delta a of a workshop, the free clearance state G of the coupler and the stretching/compressing distance L of the coupler buffer device are monitored through a plurality of stable operation monitoring devices, and the information of delta a, G and L is synthesized by adopting different functions f according to the self-constitution characteristics, the operation working conditions and the line conditions of the train, so that whether the train operation is stable or not is judged, the safety and stability of the automatic driving of the freight train are ensured, and the induction factors of the coupler break and the derailment of the vehicle are eliminated; the invention adopts corresponding automatic driving control strategies according to the balance coefficient, the train traction characteristic, the braking characteristic and the optimal running speed, solves the problems of complex running condition and difficult control of the freight train, and provides a basis for further optimizing the control strategies and realizing the accurate point and the energy-saving target of the automatic driving of the freight train.
Drawings
FIG. 1 is a block diagram of a distributed control system for automatically driving a freight train according to an embodiment of the present invention;
FIG. 2 is a block diagram of a stationary operation monitoring device according to an embodiment of the present invention;
FIG. 3 is one embodiment of a plant relative acceleration monitoring module;
FIG. 4 is a diagram of one embodiment of a coupler buffer monitoring module;
Fig. 5 is a component structure diagram of a main control unit for automatic driving of a train, which is provided by the embodiment of the invention;
FIG. 6 is a control method for the initial train operation phase and at the time of train start according to the embodiment of the invention;
fig. 7 (a) is a schematic diagram of an open loop control method after a train enters a normal operation phase according to an embodiment of the present invention;
fig. 7 (b) is a closed-loop control method after the train enters a normal operation phase according to the embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without making any inventive effort are within the scope of the present invention.
Fig. 1 is a component structure diagram of a cargo train autopilot distributed control system provided in an embodiment of the present invention. The invention provides an automatic driving distributed control system for a freight train. As shown in fig. 1, the freight train autopilot control system of the present invention adopts a distributed structure, including a plurality of stationary operation monitoring devices (i.e., stationary operation monitoring device 1, stationary operation monitoring devices 2, … … stationary operation monitoring device N), a train autopilot master control unit, a train operation monitoring device or a train automatic protection system (LKJ or ATP), a train traction braking system, which are distributed along a vehicle. The automatic train driving main control unit is generally arranged on a locomotive at the head of the train and is connected with the train operation monitoring device or the automatic train protection system (LKJ or ATP) and the train traction braking system through a train interface; the train automatic driving main control unit is communicated with the plurality of steady operation monitoring devices through a wide area wireless internet of things and receives monitoring signals sent by the plurality of steady operation monitoring devices; the automatic train driving main control unit also receives speed limit data sent by the train operation monitoring device or the automatic train protection system (LKJ or ATP) through a train interface, and outputs a control signal to the train traction braking system through the train interface.
According to one embodiment of the invention, the linked freight trains are grouped according to the number of vehicles, the types of vehicles, empty and heavy vehicles and the like, and before the train starts, the steady operation monitoring device is arranged at the corresponding position of each train group. Freight train vehicles comprise open cars, flat cars, box cars, tank cars, special vehicles and the like, and the freight train vehicles of the same type are generally connected together when in a marshalling state, and empty cars or heavy cars are also generally connected together respectively. According to one embodiment of the invention, the grouping of freight trains may be based on the number of vehicles, e.g., an entire train may include 30 vehicles, which may be grouped into groups of 5 vehicles. According to another embodiment of the invention, the freight trains can be grouped by comprehensively considering the number of vehicles, the types of vehicles and the situations of empty and heavy vehicles, for example, the whole train comprises 30 vehicles, wherein 1-15 vehicles are boxcars, 16-19 vehicles are open cars, 20-22 vehicles are empty cars, 23-30 vehicles are heavy cars, 1-15 boxcars can be divided into one group every 5 vehicles, 16-19 vehicles are divided into one group, 20-22 empty vehicles are divided into one group, and 23-30 heavy vehicles can be divided into one group every 4 vehicles. The stationary operation monitoring means is arranged between two adjacent vehicles selected among each group of vehicles. The more groups of the vehicle groups, the more the number of stationary operation monitoring devices are arranged, the more accurate the monitoring of the longitudinal impulse conditions among vehicles, but the higher the cost, so that the specific group number needs to be determined according to the monitoring accuracy and cost control to be actually achieved.
Fig. 2 is a block diagram of a stationary operation monitoring device according to an embodiment of the present invention. As shown in fig. 2, each stationary operation monitoring device comprises a workshop relative acceleration monitoring module, a coupler buffer device monitoring module and a coupler free clearance state monitoring module. According to one embodiment of the invention, the coupler free clearance state monitoring module comprises a camera unit and a free clearance state determining unit, wherein the camera unit is used for shooting a coupler connecting part and transmitting a shot image to the free clearance state determining unit, and the free clearance state determining unit is used for analyzing the image so as to determine the coupler free clearance state G. According to one embodiment of the present invention, the coupler clearance states are divided into compression C, tension S and free F states, i.e., the coupler clearance states can be represented by a matrix: g= [ C, S, F ].
The workshop relative acceleration monitoring module is used for determining relative acceleration delta a between two adjacent vehicles. According to one embodiment of the present invention, as shown in fig. 3, the workshop relative acceleration monitoring module includes accelerometers respectively disposed on two adjacent vehicles, wherein the monitoring module of one vehicle is used as a master, the monitoring module of the other vehicle is used as a slave, the accelerometers of the slave transmit the detected acceleration data to the master through bluetooth communication, and the master calculates the relative acceleration Δa between the two adjacent vehicles according to the data detected by the accelerometers of the master and the data transmitted by the slave.
The coupler buffer monitoring module is used for detecting the stretching/compressing distance L of the coupler buffer. According to one embodiment of the present invention, as shown in fig. 4, a distance measuring device is used to measure the distance L between two adjacent vehicles, which is used to characterize the stretch/compression distance of the coupler buffer.
And each stable operation monitoring device transmits the obtained relative workshop acceleration delta a, the coupler free clearance state G and the coupler buffer device stretching/compressing distance L to the automatic train driving main control unit through the wide area wireless Internet of things. Preferably, the wide area wireless internet of things is LoRa or NB-IoT.
Fig. 5 is a component structure diagram of a main control unit for automatic driving of a train according to an embodiment of the present invention. As shown in fig. 5, the automatic train driving main control unit comprises a balance coefficient calculating unit and a storage unit. The balance coefficient calculating unit receives the relative workshop acceleration deltaa, the coupler free clearance state G and the coupler buffer stretching/compressing distance L sent by each steady operation monitoring device, and synthesizes the relative workshop acceleration deltaa, the coupler free clearance state G and the coupler buffer stretching/compressing distance L to obtain a balance coefficient b=f (deltaa, G, L), namely B is a function f of deltaa, G, L. According to one embodiment of the invention, the value range of the balance coefficient B is [0,1], and the closer the value of B is to 0, the more stable the train running state is, a threshold value th (0 < th < 1) can be set, and when B is located in [0, th ], the train is considered to be in a stable state.
Since the steady state of the train running is influenced by the self-constitution characteristics, the running working conditions and the line conditions of the train, the function f is different for different self-constitution characteristics, running working conditions and line conditions of the train, that is, the information of deltaa, G and L is integrated to judge whether the train running state is steady or not and needs to be carried out for different self-constitution characteristics, running working conditions and line conditions of the train. The train self-constitution characteristics comprise locomotive type, vehicle type (open wagon, flat wagon, box wagon, tank wagon, special vehicle and the like), vehicle number, brake type, coupler buffer device type and marshalling condition (front-air rear weight, front-heavy rear-air, full weight, full air, container special line, oil tank special line and the like); the operation conditions comprise traction, idle running and braking; line conditions include grade, curve, tunnel. The function f is determined through a field test, the operation stability test is carried out on trains with different self-constitution characteristics under different operation working conditions and line conditions, the data of delta a, G and L are collected, the value range of delta a, G and L when the corresponding balance coefficient B is located at [0, th ] is determined according to the result of the operation stability test, a curved surface graph or a space curve formed by delta a, G and L is drawn, and the function f is obtained and stored in the storage unit.
As shown in fig. 5, the automatic train driving main control unit further includes a traction characteristic calculating unit, a braking characteristic calculating unit, an optimal speed curve calculating unit, and a control strategy output unit. The optimal speed curve calculation unit calculates the optimal running speed of the train in real time; the control strategy output unit is respectively connected with the balance coefficient calculation unit, the traction characteristic calculation unit, the braking characteristic calculation unit and the optimal speed curve calculation unit, receives the balance coefficient, the traction characteristic, the braking characteristic and the optimal running speed output by the units, and outputs a control signal according to the information.
The balance coefficient, the traction characteristic and the braking characteristic comprise a static balance coefficient, a static traction characteristic, a static braking characteristic, a dynamic balance coefficient, a dynamic traction characteristic and a dynamic braking characteristic; the dynamic balance coefficient, dynamic traction characteristic and dynamic braking characteristic are respectively obtained through feedback control.
Specifically, as shown in fig. 6, when the train starts, the balance coefficient calculating unit selects a corresponding function f from the storage unit according to the self-constituting characteristics, the running condition and the line condition of the train, wherein the self-constituting characteristics and the line condition of the train can be known in advance, and the running condition can be known according to whether the traction force or the braking force is applied; and the balance coefficient calculating unit gives an initial value to the balance coefficient B according to the field test result, so as to obtain a static balance coefficient. When the train is started, since the speed of the train is low, dynamic traction characteristics and braking characteristics cannot be obtained, and the traction characteristic calculation unit and the braking characteristic calculation unit output static traction characteristics and static braking characteristics according to the regulations of traction rules according to the self-constitution characteristics of the train. According to one embodiment of the invention, the static traction characteristics include a traction characteristic curve (primarily determined by locomotive characteristics), a maximum starting traction (associated with locomotive type), and the static braking characteristics include a train brake rate (associated with locomotive, vehicle type, and train weight). And the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained static balance coefficient, static traction characteristic and static braking characteristic.
And in the initial operation stage after the train is started, the balance coefficient calculation unit receives the relative workshop acceleration delta a, the coupler free clearance state G and the coupler buffer device stretching/compressing distance L sent by each stable operation monitoring device, and calculates the dynamic balance coefficient by using B=f (delta a, G and L). The traction characteristic calculation unit and the braking characteristic calculation unit calculate dynamic traction characteristics and dynamic braking characteristics according to the self-constitution characteristics and the running speed of the train respectively. According to one embodiment of the present invention, dynamic traction characteristics include adhesion traction (related to train weight, operating speed), locomotive wheel circumference power (related to locomotive type, operating speed), dynamic braking characteristics include train converted brake rate, free time (related to consist condition, braking mode), free distance, effective braking distance (related to consist condition, operating speed, converted brake rate). And the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained dynamic balance coefficient, dynamic traction characteristic, dynamic braking characteristic and the optimal running speed. And the train traction braking system outputs corresponding traction/braking instructions according to the control signals to control the running of the train. According to one embodiment of the invention, the length of the initial operating phase can be set according to the line conditions.
After the initial operation phase is finished, the train enters a normal operation phase, the automatic driving main control unit of the train executes open-loop control or closed-loop control, fig. 7 (a) is an open-loop control method after the train enters the normal operation phase, and fig. 7 (b) is a closed-loop control method after the train enters the normal operation phase.
As shown in fig. 7 (a), according to an embodiment of the present invention, the open loop control includes: the optimal speed curve calculation unit calculates the optimal running speed of the train in real time according to the time division, line parameters, interval states and speed limit data sent by the train running monitoring device or the automatic train protection system (LKJ or ATP); the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system with the optimal running speed as a control target.
As shown in fig. 7 (b), according to an embodiment of the present invention, the closed loop control includes: in the running process of the train, the balance coefficient calculation unit receives the relative acceleration delta a of the workshop, the free clearance state G of the coupler and the stretching/compressing distance L of the coupler buffer device in real time, and calculates to obtain a dynamic balance coefficient B; the traction characteristic calculation unit and the braking characteristic calculation unit respectively calculate dynamic traction characteristics and dynamic braking characteristics in real time; the optimal speed curve calculation unit calculates the optimal running speed of the train in real time; and the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the dynamic balance coefficient, the dynamic traction characteristic, the dynamic braking characteristic and the optimal running speed.
The invention also provides a freight train automatic driving control method which is realized by using the distributed control system. The control method comprises the following steps:
And a plurality of steady operation monitoring devices are distributed along the vehicle, and each steady operation monitoring device monitors the relative acceleration delta a of a workshop, the free clearance state G of a coupler and the stretching/compressing distance L of the coupler buffer device and transmits the relative acceleration delta a, the free clearance state G of the coupler and the stretching/compressing distance L to the automatic train driving main control unit through the wide area wireless Internet of things.
According to one embodiment of the present invention, as shown in fig. 2, the monitoring of the coupler clearance state G includes: and shooting the coupler connecting part by adopting a shooting unit, transmitting the shot image to a free clearance state determining unit, and analyzing the image by the free clearance state determining unit so as to determine the coupler free clearance state G. According to one embodiment of the present invention, the coupler clearance states are divided into compression C, tension S and free F states, i.e., the coupler clearance states can be represented by a matrix: g= [ C, S, F ].
According to one embodiment of the invention, as shown in fig. 3, the monitoring of the relative acceleration Δa of the plant comprises: the method comprises the steps that accelerometers are respectively arranged on two adjacent vehicles and serve as a master machine and a slave machine respectively, the accelerometers of the slave machines transmit acceleration data detected by the accelerometers to the master machine through Bluetooth communication, and the master machine calculates relative acceleration delta a between the two adjacent vehicles according to the data detected by the accelerometers and the data transmitted by the slave machines.
According to one embodiment of the present invention, as shown in fig. 4, the monitoring of the coupler buffer stretch/compression distance L includes: the distance L between two adjacent vehicles is measured with a distance measuring device, which distance L is used to characterize the stretch/compression distance of the coupler buffer.
The balance coefficient calculating unit receives the relative workshop acceleration deltaa, the coupler free clearance state G and the coupler buffer stretching/compressing distance L sent by each steady operation monitoring device, and synthesizes the relative workshop acceleration deltaa, the coupler free clearance state G and the coupler buffer stretching/compressing distance L to obtain a balance coefficient b=f (deltaa, G, L), namely B is a function f of deltaa, G, L. According to one embodiment of the invention, the value range of the balance coefficient B is [0,1], and the closer the value of B is to 0, the more stable the train running state is, a threshold value th (0 < th < 1) can be set, and when B is located in [0, th ], the train is considered to be in a stable state.
The function f is determined through a field test, the operation stability test is carried out on trains with different characteristics under different operation working conditions and line conditions, the data of delta a, G and L are collected, the value range of delta a, G and L when the corresponding balance coefficient B is located at [0, th ] is determined according to the result of the operation stability test, a curved surface graph or a space curve formed by delta a, G and L is drawn, and the function f is obtained and stored in the storage unit.
As shown in fig. 6, when the train starts, the balance coefficient calculating unit selects a corresponding function f from the storage unit according to the self-constitution characteristic, the running working condition and the line condition of the train; the balance coefficient calculating unit gives an initial value to the balance coefficient B according to the field test result, so as to obtain a static balance coefficient; the traction characteristic calculation unit and the braking characteristic calculation unit output static traction characteristics and static braking characteristics according to the self-constitution characteristics of the train and the regulations of traction rules; and the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained static balance coefficient, static traction characteristic and static braking characteristic.
And in the initial operation stage after the train is started, the balance coefficient calculation unit receives the relative workshop acceleration delta a, the coupler free clearance state G and the coupler buffer device stretching/compressing distance L sent by each stable operation monitoring device, and calculates the dynamic balance coefficient by using B=f (delta a, G and L). The traction characteristic calculation unit and the braking characteristic calculation unit calculate dynamic traction characteristics and dynamic braking characteristics according to the self-constitution characteristics and the running speed of the train respectively. According to one embodiment of the invention, the dynamic traction characteristics include adhesion traction (related to train weight, operating speed), locomotive wheel circumference power (related to locomotive type, operating speed), and the dynamic braking characteristics include train converted brake rate, lost motion time, lost motion distance, effective brake distance. And the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained dynamic balance coefficient, dynamic traction characteristic, dynamic braking characteristic and the optimal running speed. According to one embodiment of the invention, the length of the initial operating phase can be set according to the line conditions.
After the initial operation phase is finished, the train enters a normal operation phase, and the automatic train driving main control unit executes open-loop control or closed-loop control.
As shown in fig. 7 (a), according to an embodiment of the present invention, the open loop control includes: the optimal speed curve calculation unit calculates the optimal running speed of the train in real time according to the time division, line parameters, interval states and speed limit data sent by the train running monitoring device or the automatic train protection system (LKJ or ATP); the control strategy output unit takes the optimal running speed as a control target and outputs a control signal representing traction power or braking power to the train traction braking system.
As shown in fig. 7 (b), according to an embodiment of the present invention, the closed loop control includes: in the running process of the train, the balance coefficient calculation unit receives the relative acceleration delta a of the workshop, the free clearance state G of the coupler and the stretching/compressing distance L of the coupler buffer device in real time, and calculates to obtain a dynamic balance coefficient B; the traction characteristic calculation unit and the braking characteristic calculation unit respectively calculate dynamic traction characteristics and dynamic braking characteristics in real time; the optimal speed curve calculation unit calculates the optimal running speed of the train in real time; and the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the dynamic balance coefficient, the dynamic traction characteristic, the dynamic braking characteristic and the optimal running speed.
According to the technical scheme, the relative acceleration delta a of a workshop, the free clearance state G of the coupler and the stretching/compressing distance L of the coupler buffer device are monitored through a plurality of stable operation monitoring devices, and the information of delta a, G and L is synthesized by adopting different functions f according to the self-constitution characteristics, the operation working conditions and the line conditions of the train, so that whether the train operates stably or not is judged, the safety and stability of the automatic driving of the freight train are ensured, and the induction factors of coupler breakage and vehicle derailment are eliminated; the invention adopts corresponding automatic driving control strategies according to the balance coefficient, the train traction characteristic, the braking characteristic and the optimal running speed, solves the problems of complex running condition and difficult control of the freight train, and provides a basis for further optimizing the control strategies and realizing the accurate point and the energy-saving target of the automatic driving of the freight train.
The embodiments described above are intended to provide those skilled in the art with a means for making or using the present invention, and various modifications or variations may be made to the embodiments described above without departing from the inventive concept thereof, and such modifications or variations fall within the scope of the present invention.
Claims (8)
1. The automatic driving distributed control system for the freight train comprises a plurality of steady operation monitoring devices, a train automatic driving main control unit, a train operation monitoring device or a train automatic protection system and a train traction braking system which are distributed along the train;
The automatic train driving main control unit is connected with the train operation monitoring device or the automatic train protection system and the train traction braking system; the automatic train driving main control unit also receives speed limit data sent by the train operation monitoring device or the automatic train protection system and outputs a control signal to the train traction braking system;
The train automatic driving main control unit is communicated with the plurality of steady operation monitoring devices through a wide area wireless internet of things and receives monitoring signals sent by the plurality of steady operation monitoring devices;
Each stationary operation monitoring device comprises a workshop relative acceleration monitoring module, a coupler buffer device monitoring module and a coupler free clearance state monitoring module which are respectively used for detecting relative acceleration deltaa between two adjacent vehicles, a stretching/compressing distance L of the coupler buffer device and a coupler free clearance state G; each stable operation monitoring device transmits the obtained delta a, G and L to the automatic train driving main control unit through the wide area wireless internet of things;
The automatic train driving main control unit comprises a balance coefficient calculation unit, a storage unit, a traction characteristic calculation unit, a braking characteristic calculation unit, an optimal speed curve calculation unit and a control strategy output unit;
The optimal speed curve calculation unit calculates the optimal running speed of the train in real time according to the time division, the line parameters, the interval state and the speed limit data sent by the train running monitoring device or the automatic train protection system;
The balance coefficient calculating unit receives the deltaa, G and L and outputs a balance coefficient B representing the running stability of the train, wherein B=f (deltaa, G and L), and the function f is determined through the operation stability test of the trains with different self-constitution characteristics under different running working conditions and line conditions and is stored in the storage unit;
The traction characteristic calculation unit and the braking characteristic calculation unit respectively output the traction characteristic and the braking characteristic of the train;
the balance coefficient B, the traction characteristic and the braking characteristic respectively comprise a static balance coefficient, a static traction characteristic, a static braking characteristic, a dynamic balance coefficient, a dynamic traction characteristic and a dynamic braking characteristic;
The control strategy output unit outputs control signals representing traction power or braking power to the train traction braking system according to the balance coefficient, traction characteristic, braking characteristic and the optimal running speed obtained in the initial running stage and the normal running stage of the train at the time of starting and after starting.
2. The freight train autopilot distributed control system of claim 1 wherein:
When the train starts, the balance coefficient calculation unit selects a corresponding function f from the storage unit according to the self-constituting characteristics, the running working condition and the line condition of the train, and gives an initial value to the balance coefficient B, so as to obtain a static balance coefficient; the traction characteristic calculation unit and the braking characteristic calculation unit output static traction characteristics and static braking characteristics according to the self-constitution characteristics of the train respectively; the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained static balance coefficient, static traction characteristic and static braking characteristic;
In the initial running stage after the train is started, the balance coefficient calculating unit calculates a dynamic balance coefficient by using B=f (delta a, G, L); the traction characteristic calculation unit and the braking characteristic calculation unit calculate dynamic traction characteristics and dynamic braking characteristics according to the self-constitution characteristics and the running speed of the train respectively; the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained dynamic balance coefficient, dynamic traction characteristic, dynamic braking characteristic and the optimal running speed; the time length of the initial operation stage is set according to line conditions;
after the initial operation phase is finished, the train enters a normal operation phase, and the automatic train driving main control unit executes open-loop control or closed-loop control.
3. The freight train autopilot distributed control system of claim 2 wherein: the open loop control includes: the optimal speed curve calculation unit calculates the optimal running speed of the train in real time, and the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system by taking the optimal running speed as a control target;
The closed loop control includes: the balance coefficient calculating unit calculates a dynamic balance coefficient in real time by using b=f (Δa, G, L); the traction characteristic calculation unit and the braking characteristic calculation unit calculate dynamic traction characteristics and dynamic braking characteristics in real time according to the self-constitution characteristics and the running speed of the train respectively; the optimal speed curve calculation unit calculates the optimal running speed of the train in real time; and the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the dynamic balance coefficient, the dynamic traction characteristic, the dynamic braking characteristic and the optimal running speed.
4. The freight train autopilot distributed control system of claim 2 wherein: the train self-constitution characteristics comprise locomotive type, vehicle number, brake type, coupler buffer device type and grouping condition;
the operation conditions comprise traction, idle running and braking;
The line conditions comprise gradient, curve and tunnel;
The static traction characteristic comprises a traction characteristic curve and a maximum starting traction force, and the static braking characteristic comprises a train braking rate; the dynamic traction characteristics comprise adhesion traction and locomotive wheel circumference power, and the dynamic braking characteristics comprise a train conversion braking rate, a free running time, a free running distance and an effective braking distance;
the linked freight trains are grouped according to the number of vehicles, the types of the vehicles and the empty and heavy vehicle conditions, and the smooth running monitoring device is arranged between two adjacent vehicles in each group of vehicles.
5. The freight train autopilot distributed control system of claim 1 wherein: the workshop relative acceleration monitoring module comprises accelerometers respectively arranged on two adjacent vehicles, wherein the monitoring module of one vehicle is used as a host computer, the monitoring module of the other vehicle is used as a slave computer, the accelerometers of the slave computers transmit acceleration data detected by the accelerometers of the slave computers to the host computer through Bluetooth communication, and the host computer calculates relative acceleration delta a between the two adjacent vehicles according to the data detected by the accelerometers of the slave computers and the data transmitted by the slave computers;
The coupler buffer device monitoring module adopts a distance measuring device to measure the distance L between two adjacent vehicles, and the distance L is used for representing the stretching/compression distance of the coupler buffer device;
The coupler free clearance state monitoring module comprises a camera unit and a free clearance state determining unit, wherein the camera unit is used for shooting a coupler connecting part and transmitting a shot image to the free clearance state determining unit, and the free clearance state determining unit is used for analyzing the image so as to determine a coupler free clearance state G;
the wide area wireless internet of things is LoRa or NB-IoT.
6. The freight train autopilot distributed control system of claim 1 wherein: the value range of the balance coefficient B is [0,1], the closer the value of B is to 0, the more stable the train running state is, the threshold value th is set, wherein 0< th <1, and when the value of B is in [0, th ], the train is considered to be in a stable state.
7. The freight train autopilot distributed control system of claim 6 wherein: the function f is determined through a field test, a manipulation stability test is conducted on trains with different self-constitution characteristics under different operation working conditions and line conditions, data of delta a, G and L are collected, the value range of delta a, G and L when the corresponding balance coefficient B is located at [0, th ] is determined according to the result of the manipulation stability test, and a curved surface graph or a space curve formed by delta a, G and L is drawn, so that the function f is obtained.
8. An autopilot control method for use with the autopilot distributed control system of a freight train of claim 1, wherein: comprising the following steps:
A plurality of steady operation monitoring devices are distributed along the vehicle, and each steady operation monitoring device monitors the relative acceleration delta a of a workshop, the free clearance state G of a coupler and the stretching or compressing distance L of a coupler buffer device and transmits the relative acceleration delta a, the free clearance state G of the coupler and the stretching or compressing distance L to a main control unit for automatic driving of a train through a wide area wireless Internet of things; the balance coefficient calculating unit receives the deltaa, G and L and outputs a balance coefficient B representing the running stability of the train, wherein B=f (deltaa, G and L), and the function f is determined through the operation stability test of the trains with different self-constitution characteristics under different running working conditions and line conditions and is stored in the storage unit;
When the train starts, the balance coefficient calculation unit selects a corresponding function f from the storage unit according to the self-constituting characteristics, the running working condition and the line condition of the train, and gives an initial value to the balance coefficient B, so as to obtain a static balance coefficient; the traction characteristic calculation unit and the braking characteristic calculation unit output static traction characteristics and static braking characteristics according to the self-constitution characteristics of the train respectively; the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained static balance coefficient, static traction characteristic and static braking characteristic;
In the initial running stage after the train is started, the balance coefficient calculating unit calculates a dynamic balance coefficient by using B=f (delta a, G, L); the traction characteristic calculation unit and the braking characteristic calculation unit calculate dynamic traction characteristics and dynamic braking characteristics according to the self-constitution characteristics and the running speed of the train respectively;
the optimal speed curve calculation unit calculates the optimal running speed of the train in real time according to the time division, the line parameters, the interval state and the speed limit data sent by the train running monitoring device or the automatic train protection system; the control strategy output unit outputs a control signal representing traction power or braking power to the train traction braking system according to the obtained dynamic balance coefficient, dynamic traction characteristic, dynamic braking characteristic and the optimal running speed;
after the initial operation phase is finished, the train enters a normal operation phase, and the automatic train driving main control unit executes open-loop control or closed-loop control.
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