CN116890800A - Train emergency braking triggering speed calculation method and system - Google Patents
Train emergency braking triggering speed calculation method and system Download PDFInfo
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- CN116890800A CN116890800A CN202311162351.8A CN202311162351A CN116890800A CN 116890800 A CN116890800 A CN 116890800A CN 202311162351 A CN202311162351 A CN 202311162351A CN 116890800 A CN116890800 A CN 116890800A
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- 238000004364 calculation method Methods 0.000 title claims abstract description 21
- 238000000034 method Methods 0.000 claims abstract description 27
- 238000001914 filtration Methods 0.000 claims abstract description 14
- 230000001133 acceleration Effects 0.000 claims description 14
- 238000012545 processing Methods 0.000 claims description 13
- 238000011056 performance test Methods 0.000 claims description 3
- 238000012360 testing method Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 4
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
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- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
Abstract
The invention provides a train emergency braking triggering speed calculation method and system, belongs to the technical field of rail transit, and solves the problem of low line transportation capacity caused by simplified calculation of traditional EBI; the method comprises the following steps: s1, acquiring an 'idle working condition emergency braking curve-original' of a train; s2, filtering the 'idle working condition emergency braking curve-original' to generate 'idle working condition emergency braking curve-fitting'; s3, generating an idle working condition emergency braking curve-final according to a fault mode of the train braking system; s4, generating an actual emergency braking curve-current working condition according to the current working condition state of the train; s5, calculating the EBI value of the train according to the emergency braking curve-current working condition; the invention can improve the EBI of the train and make the running speed of the train higher, thereby obviously improving the whole transportation capacity of the line.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a train emergency braking triggering speed calculation method and system.
Background
Along with the increase of rail transit and large iron passenger flow volume, the running interval of the train is shortened, and the transportation capacity can be improved. By changing the existing emergency braking triggering speed (EBI) of the train, the running interval of the train can be shortened on the premise of ensuring the speed of the train, thereby improving the overall transportation capacity of the line.
In the existing track traffic line, the traditional EBI calculation method establishes an emergency braking safety model based on the most unfavorable condition, and usually adopts a three-stage (traction cut-off time period, train idle time period, GEBR emergency braking time period) or five-stage (ATP to train overspeed detection reaction time period, traction cut-off time period, train idle time period, emergency braking establishment time period, GEBR emergency braking time period) braking curve. The emergency braking process of the train is simplified whether three or five stages are used. After simplifying the handling of the emergency braking curve, the result is a lower EBI calculated by the train and a corresponding lower allowable running speed of the train.
Disclosure of Invention
The invention aims to solve the problem of low line transportation capacity caused by the simplified calculation of the traditional EBI, and therefore provides a new train EBI calculation method. Under the condition of ensuring the safety under the same external conditions, the invention can improve the EBI of the train and ensure that the running speed of the train is higher, thereby obviously improving the whole transportation capacity of the line and bringing greater economic benefit.
The invention adopts the following technical scheme to achieve the purpose:
a method for calculating a train emergency braking trigger speed, the method comprising the steps of:
s1, acquiring an 'idle working condition emergency braking curve-original' of a train;
s2, filtering the 'idle working condition emergency braking curve-original' to generate 'idle working condition emergency braking curve-fitting';
s3, generating an idle working condition emergency braking curve-final according to a fault mode of a train braking system on the basis of the idle working condition emergency braking curve-fitting;
s4, generating an actual emergency braking curve-current working condition according to the working condition state of the train on the basis of the idle working condition emergency braking curve-final;
s5, calculating the EBI value of the train according to the emergency braking curve-current working condition.
The invention also provides a train emergency braking triggering speed calculation system, which comprises: the system comprises an original braking curve acquisition module, a filtering fitting module, a braking system fault presetting and processing module, a current working condition acquisition and processing module and an EBI calculation module;
the original braking curve acquisition module is used for acquiring data of an emergency braking performance test of the train under an idle working condition and generating an idle working condition emergency braking curve-original of the train;
the filtering fitting module is used for filtering the idle working condition emergency braking curve-original to generate an idle working condition emergency braking curve-fitting;
the braking system fault presetting and processing module is used for presetting braking faults of one or two bogies in a framework on the basis of the framework of the train braking system, and calculating the braking performance of the train at the moment to be used as a fault mode of the train braking system; on the basis of 'idle working condition emergency braking curve-fitting', generating 'idle working condition emergency braking curve-final' according to a fault mode;
the current working condition acquisition and processing module is used for determining the current working condition of the train through acceleration data acquired in real time by a vehicle-mounted sensor of the train in the time before the emergency braking of the train is started to be established; on the basis of an 'idle working condition emergency braking curve-final', generating an 'emergency braking curve-current working condition' according to the current working condition;
the EBI calculation module is used for simultaneously applying an emergency braking curve-current working condition, current line speed limit information, current line gradient information and front obstacle information to jointly calculate the EBI value of the train.
In summary, by adopting the technical scheme, the invention has the following beneficial effects:
the invention can achieve the effect of improving the EBI of the train by a new calculation mode only by updating the vehicle-mounted software of the train under the existing rail transit operation line hardware condition, thereby achieving the purpose of reducing the train operation interval.
The higher EBI calculated under the new method can reduce the distance between two groups of trains, and lays a better foundation for realizing virtual grouping, because the virtual grouping requires smaller tracking distance between two groups of trains.
Drawings
FIG. 1 is a schematic flow chart of the steps of the method of the present invention;
FIG. 2 is a schematic illustration of a conventional scheme three-stage braking curve;
FIG. 3 is a schematic diagram of a five-stage braking curve of a conventional scheme;
FIG. 4 is a schematic illustration of three classes of coasting condition emergency braking curves in the method of the present invention;
FIG. 5 is a graph showing the acceleration profile of the traction condition according to the present invention;
FIG. 6 is a schematic diagram of an acceleration profile for an idle condition in accordance with the present invention;
FIG. 7 is a schematic diagram of an acceleration profile for a braking condition according to the present invention;
FIG. 8 is a schematic diagram of the calculation of EBI values during traction conditions in accordance with the present 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. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the 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.
Example 1
The present embodiment provides a method for calculating the trigger speed of emergency braking of a train, and the overall flow of the method can be referred to as the schematic of fig. 1. Before the method is specifically introduced, fig. 2 and fig. 3 show three-stage and five-stage brake curves of the traditional EBI calculation respectively, and it can be seen from the graph that the traditional mode simplifies the train emergency braking process, and the calculated EBI value is lower, so that the allowable running speed of the train is correspondingly lowered.
The following is a detailed description of the steps of the method in this embodiment in turn, and under the same external conditions, this embodiment improves the calculated EBI value of the train, so that the running speed of the train is higher.
1. And acquiring an 'idle working condition emergency braking curve-original'.
The method comprises the steps of obtaining an 'idle working condition emergency braking curve-primitive' of a train by testing emergency braking performance of the train under the idle working condition; the "coasting condition emergency braking curve-original" includes braking curve data from the output of an emergency braking command to the braking of the vehicle.
2. Generating an 'idle working condition emergency braking curve-fitting'.
Filtering the 'idle working condition emergency braking curve-original' to generate 'idle working condition emergency braking curve-fitting'; this is because there is an external disturbance in the emergency brake data acquisition process, and thus the acquired original curve needs to be subjected to filtering processing.
3. Generating an 'idle working condition emergency braking curve-final'.
On the basis of 'coasting condition emergency braking curve-fitting', generating 'coasting condition emergency braking curve-final' according to the fault mode of the train braking system.
In this embodiment, the final braking curve needs to consider the failure mode of the train braking system, and the failure mode is determined in a preset manner, specifically: based on the architecture of the train braking system, one or two bogies in the architecture are preset for braking faults, and the train braking performance at the moment is calculated and used as a fault mode of the train braking system; the generated 'idle working condition emergency braking curve-final' is used for reflecting the stopping process of the current train for actually applying emergency braking after outputting an emergency braking instruction. Fig. 4 shows the situation of emergency braking curves of three different idle working conditions in the above steps, and can be synchronously referred to.
4. An actual "emergency braking curve—current operating mode" is generated.
On the basis of the 'idle working condition emergency braking curve-final', an actual 'emergency braking curve-current working condition' is generated according to the working condition state of the train at present.
In this embodiment, the working condition states of the train currently include three typical working conditions, which are respectively: traction conditions, idle conditions, and braking conditions.
FIG. 5 illustrates a braking acceleration profile during traction conditions; when the train is in a traction working condition, an actual emergency braking curve-current working condition is generated by superposition of current traction acceleration and idle working condition emergency braking curve-final.
FIG. 6 shows a braking acceleration profile during idle conditions; when the train is in the idle working condition, the acceleration of the train is 0, so that the actual emergency braking curve-the current working condition is equal to the idle working condition emergency braking curve-the final.
FIG. 7 shows a braking acceleration profile during braking conditions; when the train is in a braking working condition, an actual emergency braking curve-current working condition is generated through superposition of the current braking deceleration and the idle working condition emergency braking curve-final.
In this embodiment, the working condition data required by the "emergency braking curve-current working condition" is composed of acceleration data acquired in real time by the vehicle-mounted sensor of the train in the time before the emergency braking of the train starts to be established.
5. And calculating the EBI value of the train.
Simultaneously, an emergency braking curve-current working condition, current line speed limit information, current line gradient information and front obstacle information are applied to jointly calculate an EBI value of the train; see fig. 8.
In this embodiment, the calculated EBI value is larger than the simplified "three-stage" or "five-stage" value in the above manner, so that the running speed of the train is increased while ensuring safety.
Example 2
On the basis of the embodiment 1, the embodiment provides a train emergency braking triggering speed calculation system corresponding to the method process; the system comprises: the system comprises an original braking curve acquisition module, a filtering fitting module, a braking system fault presetting and processing module, a current working condition acquisition and processing module and an EBI calculation module;
the original braking curve acquisition module is used for acquiring data of an emergency braking performance test of the train under an idle working condition and generating an idle working condition emergency braking curve-original of the train;
the filtering fitting module is used for filtering the idle working condition emergency braking curve-original to generate an idle working condition emergency braking curve-fitting;
the braking system fault presetting and processing module is used for presetting braking faults of one or two bogies in a framework on the basis of the framework of the train braking system, and calculating the braking performance of the train at the moment to be used as a fault mode of the train braking system; on the basis of 'idle working condition emergency braking curve-fitting', generating 'idle working condition emergency braking curve-final' according to a fault mode;
the current working condition acquisition and processing module is used for determining the current working condition of the train through acceleration data acquired in real time by a vehicle-mounted sensor of the train in the time before the emergency braking of the train is started to be established; on the basis of an 'idle working condition emergency braking curve-final', generating an 'emergency braking curve-current working condition' according to the current working condition;
the EBI calculation module is used for simultaneously applying an emergency braking curve-current working condition, current line speed limit information, current line gradient information and front obstacle information to jointly calculate the EBI value of the train.
In the context of a rail transit train control system, the system of this embodiment is a result of a core research trend of how to improve the transportation capacity of a line without changing the hardware system of the train under the condition that the existing driving system is increasingly mature. Increasing the EBI of a train is an important development direction to increase train operating efficiency, improve line transport capacity, and reduce carbon emissions. The system and the corresponding method can be applied to train control systems with various architectures, such as train control systems based on vehicle-to-vehicle communication.
Claims (10)
1. A method for calculating the triggering speed of emergency braking of a train, comprising the steps of:
s1, acquiring an 'idle working condition emergency braking curve-original' of a train;
s2, filtering the 'idle working condition emergency braking curve-original' to generate 'idle working condition emergency braking curve-fitting';
s3, generating an idle working condition emergency braking curve-final according to a fault mode of a train braking system on the basis of the idle working condition emergency braking curve-fitting;
s4, generating an actual emergency braking curve-current working condition according to the working condition state of the train on the basis of the idle working condition emergency braking curve-final;
s5, calculating the EBI value of the train according to the emergency braking curve-current working condition.
2. The method for calculating the emergency braking triggering speed of a train according to claim 1, wherein: in the step S1, an emergency braking curve-original idle working condition of a train is obtained by testing the emergency braking performance of the train under the idle working condition; the "coasting condition emergency braking curve-original" includes braking curve data from the output of an emergency braking command to the braking of the vehicle.
3. The method for calculating the emergency braking triggering speed of a train according to claim 1, wherein: in step S3, the failure mode of the train braking system is determined in a preset manner, specifically: based on the architecture of the train braking system, one or two bogies in the architecture are preset for braking faults, and the train braking performance at the moment is calculated and used as a fault mode of the train braking system; the generated 'idle working condition emergency braking curve-final' is used for reflecting the stopping process of the current train for actually applying emergency braking after outputting an emergency braking instruction.
4. The method for calculating the emergency braking triggering speed of a train according to claim 1, wherein: in step S4, the working condition state of the train currently includes three typical working conditions, which are respectively: traction conditions, idle conditions, and braking conditions.
5. The method for calculating the train emergency braking triggering speed according to claim 4, wherein: when the train is in a traction working condition, an actual emergency braking curve-current working condition is generated by superposition of current traction acceleration and idle working condition emergency braking curve-final.
6. The method for calculating the train emergency braking triggering speed according to claim 4, wherein: when the train is in the idle working condition, the actual emergency braking curve-current working condition is equal to the idle working condition emergency braking curve-final.
7. The method for calculating the train emergency braking triggering speed according to claim 4, wherein: when the train is in a braking working condition, an actual emergency braking curve-current working condition is generated through superposition of the current braking deceleration and the idle working condition emergency braking curve-final.
8. A train emergency braking triggering speed calculation method according to any one of claims 5 to 7, characterized in that: the working condition data required by the emergency braking curve-current working condition is composed of acceleration data acquired in real time by a vehicle-mounted sensor of the train in the time before the emergency braking of the train starts to be established.
9. The method for calculating the emergency braking triggering speed of a train according to claim 1, wherein: in step S5, the EBI value of the train is calculated by simultaneously applying the "emergency braking curve-current working condition", the current line speed limit information, the current line gradient information, and the front obstacle information.
10. A train emergency braking trigger speed calculation system, the system comprising: the system comprises an original braking curve acquisition module, a filtering fitting module, a braking system fault presetting and processing module, a current working condition acquisition and processing module and an EBI calculation module;
the original braking curve acquisition module is used for acquiring data of an emergency braking performance test of the train under an idle working condition and generating an idle working condition emergency braking curve-original of the train;
the filtering fitting module is used for filtering the idle working condition emergency braking curve-original to generate an idle working condition emergency braking curve-fitting;
the braking system fault presetting and processing module is used for presetting braking faults of one or two bogies in a framework on the basis of the framework of the train braking system, and calculating the braking performance of the train at the moment to be used as a fault mode of the train braking system; on the basis of 'idle working condition emergency braking curve-fitting', generating 'idle working condition emergency braking curve-final' according to a fault mode;
the current working condition acquisition and processing module is used for determining the current working condition of the train through acceleration data acquired in real time by a vehicle-mounted sensor of the train in the time before the emergency braking of the train is started to be established; on the basis of an 'idle working condition emergency braking curve-final', generating an 'emergency braking curve-current working condition' according to the current working condition;
the EBI calculation module is used for simultaneously applying an emergency braking curve-current working condition, current line speed limit information, current line gradient information and front obstacle information to jointly calculate the EBI value of the train.
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| CN202311162351.8A CN116890800B (en) | 2023-09-11 | 2023-09-11 | Train emergency braking triggering speed calculation method and system |
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| CN202311162351.8A CN116890800B (en) | 2023-09-11 | 2023-09-11 | Train emergency braking triggering speed calculation method and system |
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