WO2023056781A1

WO2023056781A1 - Train long and steep downhill control method and apparatus, and electronic device

Info

Publication number: WO2023056781A1
Application number: PCT/CN2022/111670
Authority: WO
Inventors: 梅文庆; 刘勇; 江帆; 刘颖南; 朱保林; 李凯; 张征方; 刘烨轩
Original assignee: 株洲中车时代电气股份有限公司
Priority date: 2021-10-09
Filing date: 2022-08-11
Publication date: 2023-04-13
Also published as: CN113753009B; CN113753009A

Abstract

One or more embodiments of the present invention provide a train long and steep downhill control method and apparatus, and an electronic device. The method comprises: outputting a pressure reduction instruction for a first brake in a long and steep downhill braking interval, and acquiring the minimum constraint of the coefficient ratio of the pressure reduction amount of a next brake according to the pressure reduction situation; determining the coefficient ratio of the pressure reduction amount of the second brake according to the maximum constraint and the minimum constraint of the coefficient ratio of the pressure reduction amount; acquiring the air charging time of the second brake, acquiring a first theoretical air braking force according to an air braking force conversion theoretical calculation model, and acquiring the air braking force of the second brake in combination with the coefficient ratio of the pressure reduction amount of the second brake; querying the model to obtain the pressure reduction amount of the second brake; and when a train arrives at a pressure reduction place, controlling to output a pressure reduction instruction for the second brake, and updating the minimum constraint according to the pressure reduction situation to predict and calculate the pressure reduction amount needing to be output by the next brake. According to the present invention, the pressure reduction amount of the next brake can be predicted in advance, and a strategy for a variable pressure reduction amount for long and steep downhill during automatic driving is designed, thereby improving the standardized operation level of the train.

Description

Method, device and electronic equipment for controlling train length and descent

technical field

The invention belongs to the technical field of train control, and in particular relates to a method, device and electronic equipment for controlling a train growing up and downhill.

Background technique

The railway has realized the normal operation of 20,000-ton combined trains, and the volume of railway freight is increasing year by year. However, due to the length of the trains and the heavy load, there are many downhills on the long railway line, and multiple braking/relieving is required to effectively control the speed of the train. , so the control process of the train automatic driving system is difficult and the safety risk is high.

The existing operating regulations on the continuous long-distance downhill section of the railway have strict requirements and restrictions on the location and speed of train decompression/relieving, and there is an urgent need for standardized and unified operation. However, because the railway uses the air brake system for braking, there are uncertainties in the decompression amount of each train tube, brake cylinder pressure, vehicle braking time, air charging time, brake shoe friction coefficient, etc., so the output of the automatic driving system is the same In the case of a decompression command (the usual decompression amount is 50kPa), the braking force of the train is inconsistent, which makes the train operation complicated, and it is difficult to perfectly and effectively control the position and speed of the train relief while meeting the requirements of the operation regulations. At present, although the multi-particle model of the train and the air brake system model based on fluid mechanics have high precision, the model is complex, computationally intensive, and difficult to converge; based on the smoothing filter of the locomotive running speed, the acceleration is obtained and the air brake force is back calculated Although the air braking force of the entire train can be obtained, the acceleration of the locomotive is not accurate due to factors such as ramps, changes in traction electric braking force, and filtering, and the acceleration of the locomotive is not equal to the acceleration of the entire train. Therefore, the air braking force obtained by back calculation is not accurate. precise. In this situation, the present invention proposes a new air braking force calculation method, which can predict the air braking force in advance, and design a strategy of variable decompression amount for automatic driving on long downhills and a method of cloning and replicating excellent driver's handling experience.

Contents of the invention

The technical problem to be solved by the present invention is to provide a method, device and electronic equipment for controlling a train growing downhill, so as to solve the problems of inaccurate air braking force and low level of standardized train operation.

Based on the above purpose, one or more embodiments of the present invention provide a method for controlling a long-distance downhill train, including: outputting a decompression command for the first brake in the braking section of a long-distance downhill braking section, and obtaining the downhill slope according to the decompression situation. A minimum constraint on the decompression coefficient ratio of the first brake; determine the decompression coefficient ratio of the second brake according to the preset maximum decompression coefficient ratio constraint and the minimum decompression coefficient ratio constraint of the next brake; obtain the first The air filling time of the train tube of the second gate, and obtain the first theoretical air braking force according to the preset conversion air braking force theoretical calculation model, and obtain the decompression coefficient ratio of the second gate in combination with the decompression coefficient ratio of the second gate Air braking force; query the converted air braking force theoretical calculation model according to the air braking force of the second brake to obtain the decompression amount of the second brake; when the train arrives at the decompression location, according to the The decompression amount control outputs the decompression command of the second brake, and updates the minimum constraint of the decompression amount coefficient ratio of the next brake according to the decompression situation, so as to predict and calculate the decompression amount to be output by the next brake.

Optionally, before the outputting the decompression instruction of the first brake in the braking interval of the long downhill, it includes: constructing the theoretical calculation model of the converted air braking force according to the historical data of continuous braking on the long downhill; Experiment to obtain the decompression amount coefficient than the maximum constraint.

Optionally, the constructing the converted air braking force theoretical calculation model according to the historical data of continuous braking on long downhill slopes includes: obtaining different The air braking force corresponding to the speed and the air braking force corresponding to different speeds under multiple discrete air filling times; the conversion friction coefficient and the common braking coefficient are corrected according to the air braking force; according to the modified conversion friction coefficient and the obtained Data interpolation is performed on the commonly used braking coefficients to obtain the air braking force at different speeds at the decompression amount of the preset pressure difference and the air braking force at different speeds at the first preset time of the air filling time to form the Convert the theoretical calculation model of air braking force.

Optionally, the acquiring the air braking forces corresponding to different speeds under multiple discrete decompression amounts according to the historical data of continuous braking on long and long downhill slopes includes: obtaining the train with a certain gate in the long and long downhill section The maximum calculated speed and the minimum speed of the braking/release interval, wherein a certain brake corresponds to a discrete decompression amount; the speed interval formed by the maximum calculation speed and the minimum speed is divided into a preset number of speed sub-intervals, And record the time corresponding to each of the speed sub-intervals and the mileage interval; obtain the electric braking force work, the train resistance work and the gravitational potential energy of each of the mileage intervals, and calculate the air in each of the mileage intervals according to the energy conservation principle. Braking force: apply the interpolation method to obtain the air braking force corresponding to different speeds of a certain brake; calculate the air braking force corresponding to different speeds of multiple other brakes.

Optionally, the obtaining the maximum constraint of the decompression amount coefficient ratio according to the penetration test includes: obtaining the first actual decompression amount of the penetration test, and calculating the first actual air braking force according to the train operation data during the penetration test; Query the converted air braking force theoretical calculation model according to the first actual air braking force, and obtain the corresponding first converted decompression amount; The ratio of the decompression volume coefficient to the maximum constraint.

Optionally, the outputting the decompression instruction of the first brake in the long downhill braking interval, and obtaining the minimum constraint of the decompression amount coefficient ratio of the next brake according to the decompression situation, including: outputting the long downhill braking The decompression instruction of the first brake in the interval, the decompression instruction includes the second actual decompression amount of the first brake; obtain the mileage and speed of decompression, and calculate the second actual air braking force; according to the second The actual air braking force queries the converted air braking force theoretical calculation model to obtain the corresponding second converted decompression amount; calculates the next brake according to the second actual decompression amount and the second converted decompression amount Decompression volume coefficient ratio minimum constraint.

Optionally, the determining the decompression coefficient ratio of the second handle according to the preset maximum decompression coefficient ratio constraint and the next minimum decompression coefficient ratio constraint includes: if the next If the decompression coefficient of the gate is less than 1 than the minimum constraint R2, then the decompression coefficient ratio of the second gate is determined to be R=R2-abs(1-R1), where R1 is the preset maximum decompression coefficient ratio Constraint; if the decompression coefficient of the next brake is greater than 1 than the minimum constraint R2, then determine the decompression coefficient ratio R=R2+abs(1-R1) of the second brake, if the next brake If the minimum constraint ratio R2 of the decompression amount coefficient is equal to 1, then the decompression amount coefficient ratio R=R2 of the second gate is determined.

Optionally, the method further includes: selecting the automatic driving data of the benchmark trip, the automatic driving data includes time, mileage, speed, decompression amount, traction/electric braking force, line condition, wind charging time, braking/relieving location ; Automatically control the train to reach the same speed and apply the same decompression amount at the same braking location as the reference number of trains; in the air braking section, first maintain the traction/electric braking force and the reference The number of trains is consistent, and the second preset time is maintained; the energy conservation principle is used to repeatedly calculate the air braking force of the reference train sub-interval and the air braking force of the current train sub-interval, and calculate the air braking force difference between the two; according to the air braking force difference Repeatedly adjust the traction/electric braking force in the next section of the train to accurately track the reference train speed curve until the train eases.

Based on the same inventive concept, one or more embodiments of the present invention also propose a long-distance downhill control device for trains, including: a first decompression output unit, used to output A decompression instruction, and obtain the next brake decompression coefficient ratio minimum constraint according to the decompression situation; the decompression coefficient acquisition unit is used for decompression according to the preset decompression coefficient ratio maximum constraint and the next brake decompression The minimum constraint of the volume coefficient ratio determines the decompression volume coefficient ratio of the second brake; the braking force acquisition unit is used to obtain the air filling time of the train tube of the second brake, and obtain the second brake force according to the preset conversion air braking force theoretical calculation model. A theoretical air braking force, combined with the decompression coefficient ratio of the second brake to obtain the air braking force of the second brake; the decompression acquisition unit is used to query according to the air braking force of the second brake The converted air braking force theoretical calculation model obtains the decompression amount corresponding to the air braking force of the second handle; the second decompression output unit is used to correspond to the air braking force of the second handle when the train arrives at the decompression location The decompression amount control outputs the decompression command of the second brake, and updates the decompression amount coefficient ratio minimum constraint of the next brake according to the decompression situation, so as to predict and calculate the decompression amount to be output by the next brake.

Based on the same inventive concept, one or more embodiments of the present invention also propose an electronic device, including a memory, a processor, and a computer program stored in the memory and operable on the processor, wherein the processor The method described in any one of the above is realized when the program is executed.

It can be seen from the above that one or more embodiments of the present invention provide a method, device, and electronic equipment for controlling a long-distance downhill train. , and obtain the minimum constraint of the ratio of decompression amount coefficient of the next brake according to the decompression situation; Decompression amount coefficient ratio; obtain the train pipe air filling time of the second gate, and obtain the first theoretical air braking force according to the preset converted air braking force theoretical calculation model, and combine the decompression amount of the second gate The coefficient ratio is used to obtain the air braking force of the second gate; query the conversion air braking force theoretical calculation model according to the air braking force of the second gate to obtain the decompression amount of the second gate; when the train arrives at the decompression location Output the decompression instruction of the second brake according to the decompression amount control of the second brake, and update the decompression amount coefficient ratio minimum constraint of the next brake according to the decompression situation, so as to predict and calculate the need for the next brake The output decompression amount can predict the decompression amount of the next brake in advance, and design the automatic driving downhill variable decompression amount strategy to improve the standardized operation level of the train and reduce the labor intensity of the driver.

Description of drawings

In order to more clearly illustrate one or more embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, in the following description The accompanying drawings are only one or more embodiments of the present invention, and those skilled in the art can also obtain other drawings according to these drawings without creative work.

Fig. 1 is a schematic flow chart of a method for controlling a train growing downhill in one or more embodiments of the present invention;

Fig. 2 is a schematic diagram of a method for obtaining the maximum constraint ratio of the decompression amount coefficient ratio according to a through-through test in one or more embodiments of the present invention;

Fig. 3 is a schematic diagram of integral calculation of slope section mileage in one or more embodiments of the present invention;

Fig. 4 is a schematic diagram of the relationship between air braking force, average speed and mileage in one or more embodiments of the present invention;

Fig. 5 is a schematic diagram of a theoretical calculation model of converted air braking force in one or more embodiments of the present invention;

Fig. 6 is a schematic diagram of a method for constructing a theoretical calculation model for converted air braking force based on historical data in one or more embodiments of the present invention;

Fig. 7 is a schematic diagram of the strength of the air braking force of the same train in different decompression relief sections in one or more embodiments of the present invention;

Fig. 8 is a schematic diagram of the strength of the air braking force of the same decompression relief section of different trains in one or more embodiments of the present invention;

Fig. 9 is a schematic flow chart of another method for controlling a long train downhill in one or more embodiments of the present invention;

Fig. 10 is a schematic diagram of a method for cloning a train growing up and downhill in one or more embodiments of the present invention;

Fig. 11 is a schematic structural diagram of a train long-growth and downhill control device in one or more embodiments of the present invention;

Figure 12 is a schematic diagram of an electronic device in one or more embodiments of the present invention.

Detailed ways

In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the present disclosure will be further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

It should be noted that, unless otherwise defined, the technical terms or scientific terms used in one or more embodiments of the present invention shall have the usual meanings understood by those skilled in the art to which the present disclosure belongs. "First", "second" and similar terms used in one or more embodiments of the present invention do not indicate any order, quantity or importance, but are used to distinguish different components. "Comprising" or "comprising" and similar words mean that the elements or items appearing before the word include the elements or items listed after the word and their equivalents, without excluding other elements or items. Words such as "connected" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "Down", "Left", "Right" and so on are only used to indicate the relative positional relationship. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

One or more embodiments of the present invention provide a method for controlling a long train downhill. As shown in accompanying drawing 1, train grows up and downhill control method comprises:

Step S11 : Output the decompression command of the first brake in the long downhill braking interval, and obtain the minimum constraint of the decompression coefficient ratio of the next brake according to the decompression situation.

In the embodiment of the present invention, before step S11, the maximum constraint of the ratio of the decompression amount coefficient is obtained according to a through test. As shown in Figure 2, including:

Step S111: Obtain the first actual decompression amount of the penetration test, and calculate the first actual air braking force according to the train operation data during the penetration test.

The penetration test is a fixed decompression amount, for example, based on 50kPa. The integral method is used to calculate the mileage of one time step of traveling on the current slope road section; the electric braking force work, resistance work and gravitational potential energy of one time step of traveling on the current slope road section are calculated according to the mileage, and according to the energy conservation Theorem calculates the current first actual air braking force.

In the embodiment of the present invention, the train operation data stored in the record board of the automatic driving system in units of time periods is read, including line conditions, mileage, speed, decompression amount, train quality, total number of locomotives and vehicles, etc. Query the altitude h ₀ of the starting point of the line, and calculate the altitude of the starting point and the ending point of the ramp road section according to the slope θ _i of each ramp road section [l _i-1 , l _i ]. The calculation formula is: h _i ≈ h _i-1 +(l _i -l _i-1 )*θ _i . Determine the calculation time step dt, assuming that the time period in the step is N, as shown in Figure 3, the abscissa is the time t, and the ordinate is the speed, calculate the train resistance work ∫fdl within the time dt, and divide the integral by each Approximate calculation of the area between periodic cells. Train resistance includes basic running resistance, curve resistance and tunnel resistance, etc. The speed variable used in the resistance formula is calculated according to the following formula:

Calculate the electric braking force ∫F _dyn ldt of the train in the long downhill section, and refer to Figure 3 for the integral calculation method. Calculate the altitude of each train vehicle at time t and t+dt respectively. The length of the locomotive or vehicle is C, the total number of locomotives or vehicles is TotalNum, according to the current mileage l _t of the train in the data recording board, calculate the position of the kth vehicle: l _k = l _t -(k-1)C, in the ramp interval [l _i , i _l+1 ] Calculate the altitude of each vehicle by the following relation:

Determine the slope where the train is located. If the entire train is on the same slope (the slope is θ), the formula for calculating the change in gravitational potential energy is: E _g =Mg·(l _t+dt -l _t )·θ, where M is the mass of the train. If the whole train is on different slope sections, then:

According to the principle of conservation of energy

Calculate the air braking force of the train, and the relationship between the obtained air braking force and the average speed and the mileage is shown in Figure 4, which can realize the online or offline calculation of the air braking force of the train on a long downhill slope. Applying this method takes time t as an independent variable to evaluate and calculate the current first actual air braking force of the train in real time.

Step S112: query the converted air braking force theoretical calculation model according to the first actual air braking force, and obtain the corresponding first converted decompression amount.

The theoretical calculation model of converted air braking force is shown in Figure 5, including the air braking force corresponding to different speeds under different decompression amounts. The first converted decompression amount corresponding to the first actual air braking force can be obtained by querying the converted air braking force theoretical calculation model according to the first actual air braking force.

Step S113: Calculate the decompression amount coefficient ratio maximum constraint according to the first actual decompression amount and the first converted decompression amount.

In the embodiment of the present invention, the decompression amount coefficient ratio R1=actual decompression amount P1/theoretical decompression amount P2, the decompression amount coefficient ratio is the ratio of the first actual decompression amount to the first converted decompression amount, The decompression amount coefficient ratio will be the maximum constraint of the decompression amount coefficient ratio in the subsequent long downhill braking process.

In the embodiment of the present invention, before step S11, the converted air braking force theoretical calculation model is also constructed according to the historical data of continuous braking on long downhill slopes. Since the air braking force of the train is closely related to the speed, the judgment of the strength of the brake is inseparable from the speed. Therefore, the speed is selected as the independent variable to calculate the air braking force. Through calculation of a large amount of historical data, the train air with different decompression amount and different air filling time can be obtained. Braking force, and can accurately calculate the air braking force difference between strong and weak brakes (accurate to the difference of 1kPa in decompression). As shown in Figure 6, including:

Step S114: Obtain the air braking force corresponding to different speeds under multiple discrete decompression amounts and the air braking force corresponding to different speeds under multiple discrete air filling times according to the historical data of continuous braking on a long downhill.

In the embodiment of the present invention, assuming that the train number currently selected for calculation is train number 1, the data is read from the automatic driving data recording board, and the data interval is the train braking/relieving interval [L ₁ , L ₂ ], record the air filling time of each gate of the train according to the pressure change of the equalization cylinder.

Optionally, the maximum calculated speed and the minimum speed of the train braking/relief interval of a certain gate in the continuous long downhill section are obtained first, where a certain gate corresponds to a discrete decompression amount. Since it takes a certain amount of time for the air brake wave speed to propagate and the brake shoe to hold the brake, the speed will not drop immediately after the air brake. After braking for the first braking time, select this speed v ₁ as the maximum calculation speed, and record the current mileage l ₁ (l ₁ >L ₁ ) and current time t ₁ . The specific time of the first braking time can be selected according to the speed change after decompression, for example, 30 seconds. Obtain the minimum speed in the braking/relief interval (displacement of the main locomotive). Since the transmission of air wave velocity is delayed at the time of train relief, some vehicles still have brake shoe pressure, so the air braking force of the train after relief is not 0. Select the speed of the first relief time of the train as the lowest speed v ₂ , and record the mileage corresponding to 30 seconds after the relief time as L ₂ . The first relief time can be set as required, preferably 30 seconds.

Then divide the speed interval formed by the maximum calculation speed and the minimum speed into a preset number of speed sub-intervals, and record the time and mileage interval corresponding to each of the speed sub-intervals. According to the speed interval [v ₁ , v ₂ ] of the recording board data, the number of division intervals is n, then the speed interval is divided into [v _1, v ₁₂ ..., v _1n ], and the air braking force is selected to calculate the speed sub-interval [v ₁₁ , v ₁₂ ], [v ₁₂ , v ₁₃ ], [v ₁₃ , v ₁₄ ], etc., and record the time corresponding to the speed interval [t ₁₁ , t ₁₂ ], [t ₁₂ , t ₁₃ ], [t ₁₃ , t ₁₄ ] wait. Record the corresponding mileage interval according to the calculated speed sub-interval. Taking [v ₁₁ , v ₁₂ ] as an example, the corresponding mileage interval is [l ₁₁ , l ₁₂ ].

Then obtain the electric braking force work, train resistance work and gravitational potential energy for each mileage interval, and calculate the air braking force for each mileage interval according to the energy conservation principle. Optionally, calculate the work F _dyn of the electric braking force of the train in the mileage interval. F _dyn is obtained according to the formula ΣF _i l _1i =F _dyn (l ₁₂ -l ₁₁ ). Calculate the resistance work Σf(l ₁₂ -l ₁₁ ) of the train in the mileage interval. The train resistance includes basic running resistance, curve resistance, slope resistance and tunnel resistance, etc. The speed variable in the train basic running resistance formula uses the average speed of the train

Obtain the train mass m, and calculate the gravitational potential energy of the train in the mileage interval. The length of a 20,000-ton combined train can reach nearly 2.8 kilometers. If the entire train in the calculation mileage interval is on a long downhill slope with the same slope, and the slope is i, the train is regarded as a single mass point, and the descending height of the train is h=(l ₁₂ -l ₁₁ )·i Calculate the gravitational potential energy of the train in a certain mileage interval. If the slopes of the whole train are not consistent, the descending heights of the trains with different slopes are calculated, and the average descending height is obtained by weighting, so as to obtain the accurate gravitational potential energy of the train. The specific method is the same as the method in step S111 above, and will not be repeated here. Calculate the air braking force according to the calculation formula of the energy conservation principle:

According to the above description, only the air braking force F _air is unknown, and the average speed can be obtained

Corresponds to the size of the air braking force. Calculate the air braking force of all speed sub-intervals, and obtain the train air braking force sequence F _air1 ,

wait.

The interpolation method is further applied to obtain the air braking force corresponding to different speeds of a certain brake. Optionally, the Lagrangian interpolation method is used to obtain the corresponding train air braking force at different speeds of a certain gate.

Finally, the air braking forces corresponding to different speeds of multiple other brakes are calculated. Calculate the air braking force of other brakes cyclically according to the aforementioned steps. And according to a large number of historical data of continuous braking on long downhills, the air braking force corresponding to different air filling time and different speeds is calculated, so as to quantify the strength of the air braking force (that is, strong and weak brakes).

The method of obtaining the air braking force corresponding to different speeds under multiple discrete decompression amounts and the air braking force corresponding to different speeds under multiple discrete air filling times based on the historical data of continuous braking on long downhill slopes is generally used for accurate calculation and correction The air braking force of trains with different decompression amounts and different air charging times under the same train or different trains. As shown in Figure 7, if the same train trip is under different decompression relief road sections, it is necessary to accurately calculate the air braking force corresponding to different speeds, then it is necessary to consider the basic running resistance, ramp resistance, tunnel resistance and curve resistance. In the air braking stage, the train resistance is calculated and the resistance model is corrected. The same speed range [v _b , v _a ] is selected for the two decompression relief sections, and the accurate air braking force difference can be calculated according to step S111. The LKJ protection curve is the threshold curve of the train speed. If the speed of the train exceeds the LKJ protection curve, the train will perform safety protection, such as emergency stop. As shown in Figure 8, if only the strength of the air braking force in the same decompression relief section of different trains is judged, since the conditions of the lines passed by different trains are consistent, the same calculation speed range is selected, and the calculation process of Σfdl (work done by other resistances) is omitted. By subtracting the calculated air braking force, the strength of the air braking force of the same brake in different trips can be known.

The method described in step S114 can also be used to calculate the air braking force online (such as after braking for a certain period of time to 30 seconds after relief), or to judge online that the air braking force of a certain brake in the current train is stronger than that of a certain brake in the previous train. Weak, or judge online the difference between the current air braking force and the previous brake air braking force (that is, the air filling time is different).

Step S115: Correct the converted friction coefficient and the normal braking coefficient according to the air braking force.

Due to the limited number of actual decompression samples, it is impossible to cover all decompression scenarios (initial decompression is generally 50kPa ~ 60kPa), so the more accurate air braking force obtained through the above calculation needs to be further expanded to obtain an ideal calculation model for converted air braking force .

In the embodiment of the present invention, according to the train air braking force conversion method in the "Train Traction Calculation Regulations", the calculation formulas for different decompression amounts are:

Among them, β _c is the common braking coefficient, which is related to the decompression amount;

is the conversion friction coefficient; ΣK " _h is the conversion brake shoe pressure. Correct the friction coefficient in the train air braking force conversion formula according to the data obtained in step S114

Commonly used braking coefficient β _c and converted brake shoe pressure K″ _h , now take the corrected decompression 60kPa friction coefficient under the condition of sufficient air filling time as an example, the formula is:

Step S116: Perform data interpolation according to the modified conversion friction coefficient and the normal braking coefficient to obtain air braking force at different speeds at every preset decompression amount of pressure difference and charging at every first preset time. The air braking force at different speeds under the wind time forms the theoretical calculation model of the converted air braking force.

The existing "Train Traction Calculation Regulations" gives the calculation coefficient of the train braking force based on the conversion method in the case of 50-170kPa ten times the discrete decompression amount (the decompression amount differs by 10kPa), but there are many differences in the actual air brake decompression amount. Large discreteness, the air braking force is calculated for discrete decompression amounts 51, 52, ..., 58, 59kPa between 50-60kPa. Perform data interpolation according to the two known common braking coefficients _β1 (such as the common braking coefficient for decompression 52kPa) and _β2 (such as the common braking coefficient for decompression 55kPa) corrected in step S112, so as to obtain the decompression amount difference 1kPa is shown in Figure 5 for all converted air braking force theoretical calculation models.

The train air braking force conversion model obtained in step S113 is stored in the automatic driving system, and multiple two-dimensional lists are obtained, that is, the train air braking force at different speeds corresponding to different air charging times, so that the automatic driving system can be checked during the control process. Table use.

The automatic driving of the long-distance downhill section of the train sends out the same decompression command. The air braking force may be highly discrete due to the large differences in the sensitivity of the 120 valve and the friction of the brake shoe. Therefore, it is necessary to design a system that can adapt to different air braking forces. The automatic driving control method improves the safety margin and braking/relieving accuracy of the long train downhill section.

In the embodiment of the present invention, the method for controlling the long-distance downhill automatic driving of the train can be based on the existing model and the current state of the train for online dynamic decompression, so as to achieve a better control effect, that is, variable decompression amount control for automatic driving. Optionally, in step S11, a decompression command of the first brake in the long downhill braking section is output, and the decompression command includes the second actual decompression amount of the first brake; obtain the decompression mileage and speed to calculate the second actual air braking force; query the converted air braking force theoretical calculation model according to the second actual air braking force to obtain the corresponding second converted decompression amount; according to the second actual decompression amount The calculation of the next gate decompression amount coefficient ratio with the second converted decompression amount is a minimum constraint. Specifically, the second actual decompression amount of the first brake in automatic driving in the long downhill braking interval is fixed, within the first time t (the time required for all the brake shoes to be attached to the wheels, that is, the time required for full brake) after decompression, Do not calculate the air braking force, and maintain a fixed electric braking force to control the speed, record the mileage and speed after time t, and calculate the second actual air braking force according to the method in step S114; query Figure 5 according to the second actual air braking force calculated by the cloud The theoretical calculation model of the converted air braking force shown in the figure obtains the corresponding second converted decompression amount, and the next minimum constraint on the coefficient ratio of the brake decompression amount is the ratio of the second actual decompression amount to the second converted decompression amount.

Step S12: Determine the decompression coefficient ratio of the second handle according to the preset maximum decompression coefficient ratio constraint and the next minimum decompression coefficient ratio constraint.

Optionally, if the coefficient of the decompression amount of the next handle brake is less than 1 than the minimum constraint R2, then determine the ratio of the decompression amount coefficient of the second handle brake R=R2-abs(1-R1), where R1 is the preset The decompression volume coefficient ratio of the maximum constraint. If the ratio of the decompression amount coefficient of the next handle brake to the minimum constraint R2 is greater than 1, the ratio of the decompression amount coefficient of the second handle brake is determined as R=R2+abs(1−R1). If the next gate decompression coefficient ratio minimum constraint R2 is equal to 1, then determine the second gate decompression coefficient ratio R=R2.

Step S13: Acquire the air filling time of the train tube of the second gate, and obtain the first theoretical air braking force according to the preset theoretical calculation model of converted air braking force, and obtain it in combination with the decompression coefficient ratio of the second gate The air braking force of the second brake.

In the embodiment of the present invention, the acceleration and the required electric braking force are calculated according to the longitudinal dynamics of the train, and the air-electric coordination of the train is realized to control the train at a proper position and speed relief. Record the relief time when the train is relieved, calculate the train’s proposed decompression time before the train arrives at the decompression point of the second gate, and combine the relief time to obtain the train tube air filling time of the second gate t_r=Relief time of the previous gate-Next At the moment when the brake is to be braked, query the stored t_r air filling time corresponding to the theoretical calculation model of the converted air braking force at different speeds to obtain the first theoretical air braking force P2, combined with the decompression amount of the second brake obtained in step S12 The coefficient ratio obtains the air braking force of the second brake: P=round(R*P2).

Step S14: Query the converted air braking force theoretical calculation model according to the air braking force of the second brake to obtain the decompression amount of the second brake.

In the embodiment of the present invention, the theoretical calculation model of converted air braking force is queried according to the air braking force of the second brake, and the corresponding decompression amount of the second brake is obtained.

Step S15: When the train arrives at the decompression location, control and output the decompression command of the second gate according to the decompression amount of the second gate, and update the decompression coefficient of the next gate according to the decompression situation to be the smallest Constraints to predict and calculate the decompression amount that needs to be output for the next brake.

In the embodiment of the present invention, when the train arrives at the decompression location of the second gate, the automatic driving system outputs the decompression command of the second gate according to the decompression amount of the second gate. After the second braking time of the second brake, the acceleration and the required electric braking force are calculated according to the longitudinal dynamics of the train, and the air-electric coordination of the train is realized to control the train at a suitable position and speed relief. If during the train operation, the speed is continuously higher than the train speed planning curve, then according to the different air filling time obtained in step S114, the 1kPa air braking force size under different speeds is selected to increase the decompression amount; if the speed is continuously lower than the train speed planning Curve, then after reaching the relief speed, it will be relieved immediately. Wherein the train speed planning curve is pre-stored in the automatic driving system of the train.

Apply the same method as step S11 to update the minimum constraint ratio of the next brake decompression amount coefficient to calculate the next brake autopilot output decompression amount. Repeat step S12-step S15, until the relief point behind a certain gate is no longer in the long downhill section, stop the cycle, so that the variable decompression amount control of the long downhill train can be realized.

It should be noted that during the control process of the train growing up and downhill, the decompression amount can only be increased, not reduced; it can only be relieved at one time, and cannot be relieved in stages. Variable decompression amount control includes: knowing the previous decompression amount and calculating the next decompression amount in advance; increasing the decompression amount during the decompression process of the train or ending the air brake in advance.

The embodiment of the present invention calculates the train air braking force off-line or on-line, can judge the strength of the train braking force during the long-distance downhill braking process of the train, calculate the air braking force of the non-integral decompression amount of the train, and then apply the interpolation method to construct the train automatic braking force. The theoretical calculation model of the converted air braking force of the variable decompression control strategy of the driving system can improve the safety margin of the downhill control, improve the standardized control level of the train, and reduce the labor intensity of the driver.

In the embodiment of the present invention, the automatic train driving downhill control method can also be based on historical long downhill control data for train control, that is, automatic driving cloning control (requiring the signal machine to change the light sequence to be consistent). This method needs to clone the key operations of the reference train, such as the output decompression amount of each brake, braking/relieving location, traction/electric braking force, train running speed, etc., learn the operating experience of the reference train, and only adjust the electric braking force to achieve cloning control. The specific methods are shown in Figure 9, including:

Step S201: Select the automatic driving data of the reference trip, the automatic driving data includes time, mileage, speed, decompression amount, traction/electric braking force, line condition, wind charging time, braking/relieving location.

Select a certain train trip as the benchmark (either manual driving or automatic driving). Extract the automatic driving data recorded on the automatic driving data recording board of the train, including time, mileage, speed, decompression amount, traction/electric braking force, line conditions, air charging time, braking/relieving location, etc., and store them in the train’s automatic in the driving system.

Step S202: Automatically control the train to reach the same speed and apply the same decompression amount at the same braking point as the reference train number.

Knowing the reference train speed, mileage, line gradient and other information, the first preset distance before entering the long downhill section, the reference train braking location and braking speed as the target in advance, according to the train longitudinal dynamics model and Constraint conditions, every second preset distance is a target point, and a train speed planning curve is generated. And in the non-long downhill section, the energy conservation principle can be used to correct the parameters of each resistance formula. Calculate the train acceleration and the required traction/electric braking force, and the automatic driving system controls the train to reach the same speed and apply the same decompression amount at the braking point of the reference train. Wherein, the first preset distance and the second preset distance can be set as required, the first preset distance is preferably about 3 kilometers, and the second preset distance is preferably 10 meters.

Step S203: In the air braking section, firstly keep the traction/electric braking force consistent with the reference train number for a second preset time.

In the air braking section, first keep the traction/electric braking force consistent with the reference number of vehicles, and maintain the air braking for a second preset time.

Step S204: Applying the energy conservation principle to repeatedly calculate the air braking force of the reference train sub-interval and the air braking force of the current train sub-interval, and calculate the air braking force difference between them.

After the air brake is maintained for the second preset time each time, apply the energy conservation principle to calculate the air braking force of the reference train sub-interval and the air braking force of the current train sub-interval, and calculate the air braking force difference between the air braking force of the two sub-intervals. The difference in braking force can be considered as the main cause of the difference between the current speed and the reference speed. The second preset time can be set as required, and the second preset time for each air brake maintenance can be set to be the same or different, which is not limited here.

Step S205: Repeatedly adjusting the traction/electrical braking force of the next section of the train according to the air braking force difference to accurately track the reference train speed curve until the train is released.

In the next sub-interval, the traction/electrical braking force of the current train is adjusted according to the air braking force difference based on the train smooth maneuvering constraints, and the train is controlled to accurately track the reference train speed curve. The calculation is iterative in turn until the train is relieved. After relief, iterative step S202 to step 205 is repeated to realize the cloning control of the long downhill section of the train automatic driving.

As shown in Figure 10, before the train enters the braking position, the initial speed before braking is reached by adjusting the electric braking force; when entering the initial stage of air braking, the automatic driving system clones the decompression location and decompression amount of the reference train; According to the principle of energy conservation, the air braking force is calculated, and the electric braking force is adjusted to track the speed curve of the reference vehicle; at the end of the air braking stage, automatic driving clones the relief location, speed and electric braking force. The ultimate purpose of the embodiment of the present invention is to quickly learn the standard train control rules and correct the calculation model of the converted air braking force by cloning the driver to optimize the algorithm related to the automatic driving of the train. The numerical range of various forces under the random characteristics of air brakes, etc., so as to improve the safety margin of train manipulation.

In the embodiment of the present invention, by outputting the decompression command of the first brake in the long downhill braking interval, and obtaining the minimum constraint of the decompression coefficient ratio of the next brake according to the decompression situation; according to the preset decompression coefficient ratio of the maximum Constraints and the minimum constraint on the decompression coefficient ratio of the next brake determine the decompression coefficient ratio of the second brake; obtain the air filling time of the train tube of the second brake, and calculate according to the preset converted air braking force theory The model obtains the first theoretical air braking force, and combines the decompression coefficient ratio of the second brake to obtain the air braking force of the second brake; query the converted air braking force according to the air braking force of the second brake The dynamic theoretical calculation model obtains the decompression amount of the second gate; when the train arrives at the decompression location, the decompression command of the second gate is controlled according to the decompression amount of the second gate, and the decompression command of the second gate is updated according to the decompression situation. The minimum constraint ratio of the decompression amount coefficient of the next brake is described to predict and calculate the decompression amount that needs to be output by the next brake. Quantity strategy, improve the standard operation level of trains, and reduce the labor intensity of drivers.

The foregoing describes specific embodiments of the present invention. Other implementations are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. Multitasking and parallel processing are also possible or may be advantageous in certain embodiments.

Based on the same inventive concept, one or more embodiments of the present invention also provide a train long downhill control device, as shown in Figure 11, including: a first decompression output unit, a decompression coefficient acquisition unit, a braking force acquisition unit unit, a decompression amount acquisition unit and a second decompression output unit. in,

The first decompression output unit is used to output the decompression command of the first brake in the long downhill braking interval, and obtain the minimum constraint of the decompression coefficient ratio of the next brake according to the decompression situation;

A decompression coefficient acquisition unit, configured to determine the decompression coefficient ratio of the second handle according to the preset decompression coefficient ratio maximum constraint and the next brake decompression coefficient ratio minimum constraint;

The braking force acquisition unit is used to obtain the air filling time of the train pipe of the second brake, and obtain the first theoretical air braking force according to the preset conversion air braking force theoretical calculation model, and combine the decompression of the second brake The air braking force of the second brake is obtained by the quantity coefficient ratio;

The decompression amount acquisition unit is used to query the converted air braking force theoretical calculation model according to the air braking force of the second handle to obtain the decompression amount corresponding to the air braking force of the second handle;

The second decompression output unit is used to control and output the decompression command of the second gate according to the decompression amount corresponding to the air braking force of the second gate when the train arrives at the decompression position, and update the decompression according to the decompression situation. The coefficient ratio of the next brake decompression amount is the minimum constraint to predict and calculate the decompression amount that the next brake needs to output.

For the convenience of description, when describing the above devices, functions are divided into various modules and described separately. Of course, when implementing one or more embodiments of the present invention, the functions of each module can be implemented in one or more software and/or hardware.

The apparatuses in the foregoing embodiments are used to implement the corresponding methods in the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

Based on the same inventive concept, one or more embodiments of the present invention also provide an electronic device, the electronic device includes a memory, a processor, and a computer program stored in the memory and operable on the processor, the processor When the program is executed, the method described in any one of the above embodiments is realized.

FIG. 12 shows a schematic diagram of a more specific hardware structure of an electronic device provided by this embodiment. The device may include: a processor 1201 , a memory 1202 , an input/output interface 1203 , a communication interface 1204 and a bus 1205 . The processor 1201 , the memory 1202 , the input/output interface 1203 and the communication interface 1204 are connected to each other within the device through the bus 1205 .

The processor 1201 may be implemented by a general-purpose CPU (Central Processing Unit, central processing unit), a microprocessor, an application-specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, and is used to execute related programs to realize the technical solutions provided by the embodiments of the present invention.

The memory 1202 can be implemented in the form of ROM (Read Only Memory, read-only memory), RAM (Random Access Memory, random access memory), static storage device, dynamic storage device, and the like. The memory 1202 can store an operating system and other application programs. When implementing the technical solutions provided by the embodiments of the present invention through software or firmware, the relevant program codes are stored in the memory 1202 and invoked by the processor 1201 for execution.

The input/output interface 1203 is used to connect the input/output module to realize information input and output. The input/output/module can be configured in the device as a component (not shown in the figure), or can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, and the like.

The communication interface 1204 is used to connect a communication module (not shown in the figure), so as to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.), and can also realize communication through wireless means (such as mobile network, WIFI, Bluetooth, etc.).

Bus 1205 includes a path for transferring information between the various components of the device (eg, processor 1201, memory 1202, input/output interface 1203, and communication interface 1204).

It should be noted that although the above device only shows the processor 1201, the memory 1202, the input/output interface 1203, the communication interface 1204, and the bus 1205, in the specific implementation process, the device may also include other components. In addition, those skilled in the art can understand that the above-mentioned device may only include components necessary to realize the solution of the embodiment of the present invention, and does not necessarily include all the components shown in the figure.

Those of ordinary skill in the art should understand that: the discussion of any of the above embodiments is exemplary only, and is not intended to imply that the scope of the present disclosure (including claims) is limited to these examples; under the idea of the present disclosure, the above embodiments or The technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes in the different aspects of one or more embodiments of the application as described above, for the sake of brevity, they are not described in detail. available in .

One or more embodiments herein are intended to embrace all such alterations, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent replacements, improvements, etc. made within the spirit and principles of one or more embodiments in the present application shall be included within the protection scope of the present disclosure.

Claims

A method for controlling a train growing downhill, characterized in that the method comprises:

Output the decompression command of the first brake in the long downhill braking interval, and obtain the minimum constraint of the decompression coefficient ratio of the next brake according to the decompression situation;

Determine the decompression coefficient ratio of the second handle according to the preset maximum decompression coefficient ratio constraint and the minimum decompression coefficient ratio constraint of the next brake;

Obtain the air filling time of the train tube of the second brake, and obtain the first theoretical air braking force according to the preset theoretical calculation model of converted air braking force, and obtain the second brake force by combining the decompression coefficient ratio of the second brake. brake air braking force;

Querying the converted air braking force theoretical calculation model according to the air braking force of the second brake to obtain the decompression amount of the second brake;

When the train arrives at the decompression location, the decompression command of the second gate is controlled according to the decompression amount of the second gate, and the decompression coefficient of the next gate is updated according to the decompression situation. Predict and calculate the decompression amount that needs to be output for the next brake.
The method according to claim 1, characterized in that, before outputting the decompression command of the first brake in the long downhill braking interval, it includes:

Constructing the conversion air braking force theoretical calculation model according to the historical data of continuous braking on long downhill slopes;

The decompression amount coefficient ratio maximum constraint is obtained according to a through-through test.
The method according to claim 2, wherein said constructing said converted air braking force theoretical calculation model according to the historical data of continuous braking on long downhill slopes includes:

Obtain the air braking force corresponding to different speeds under multiple discrete decompression amounts and the air braking force corresponding to different speeds under multiple discrete air filling times according to the historical data of continuous braking on long and large downhill slopes;

Correcting the converted friction coefficient and the common braking coefficient according to the air braking force;

Perform data interpolation according to the modified conversion friction coefficient and the normal braking coefficient to obtain the air braking force at different speeds at every preset decompression amount of pressure difference and the air charging time at every first preset time The air braking force at different speeds forms the theoretical calculation model of the converted air braking force.
The method according to claim 3, wherein the acquiring air braking forces corresponding to different speeds under a plurality of discrete decompression amounts according to the historical data of continuous braking on long downhill slopes comprises:

Obtain the maximum calculated speed and the minimum speed of the train braking/relieving interval of a certain gate in the continuous long downhill section, where a certain gate corresponds to a discrete decompression amount;

Dividing the speed interval formed by the maximum calculation speed and the minimum speed into a preset number of speed sub-intervals, and recording the time and mileage interval corresponding to each of the speed sub-intervals;

Obtain the electric braking force work, train resistance work and gravitational potential energy of each of the mileage intervals, and calculate the air braking force of each of the mileage intervals according to the energy conservation principle;

Apply the interpolation method to obtain the air braking force corresponding to different speeds of a certain brake;

Calculate the airbraking force for various speeds of a number of other brakes.
The method according to claim 2, wherein said obtaining the maximum constraint ratio of the decompression amount coefficient according to the through test comprises:

Obtain the first actual decompression amount of the penetration test, and calculate the first actual air braking force according to the train operation data during the penetration test;

Querying the converted air braking force theoretical calculation model according to the first actual air braking force to obtain a corresponding first converted decompression amount;

The decompression amount coefficient ratio maximum constraint is calculated according to the first actual decompression amount and the first converted decompression amount.
The method according to claim 1, characterized in that, said outputting the decompression instruction of the first brake in the long downhill braking interval, and obtaining the minimum constraint of the decompression coefficient ratio of the next brake according to the decompression situation, include:

Outputting the decompression command of the first brake in the long downhill braking interval, the decompression command includes the second actual decompression amount of the first brake;

Obtain the decompression mileage and speed, and calculate the second actual air braking force;

Querying the converted air braking force theoretical calculation model according to the second actual air braking force to obtain a corresponding second converted decompression amount;

Calculating the next gate decompression amount coefficient ratio minimum constraint according to the second actual decompression amount and the second converted decompression amount.
The method according to claim 1, wherein the decompression coefficient of the second handle is determined according to the preset decompression coefficient ratio maximum constraint and the next brake decompression coefficient ratio minimum constraint than, including:

If the decompression coefficient of the next brake is smaller than the minimum constraint R2, then determine the decompression coefficient ratio of the second brake R=R2-abs(1-R1), where R1 is the preset decompression Pressure coefficient ratio maximum constraint;

If the decompression coefficient of the next gate is greater than 1 than the minimum constraint R2, then determine the decompression coefficient ratio R=R2+abs(1-R1) of the second gate,

If the next gate decompression coefficient ratio minimum constraint R2 is equal to 1, then determine the second gate decompression coefficient ratio R=R2.
The method of claim 1, further comprising:

Select the automatic driving data of the benchmark trip, the automatic driving data includes time, mileage, speed, decompression amount, traction/electric braking force, line conditions, air charging time, braking/relieving location;

Automatically control the train to reach the same speed and apply the same decompression amount at the same braking location as the reference train number;

In the air braking section, firstly keep the traction/electric braking force consistent with the reference train number for a second preset time;

Apply the principle of energy conservation to repeatedly calculate the air braking force of the reference train sub-interval and the air braking force of the current train sub-interval, and calculate the air braking force difference between the two;

Repeatedly adjusting the traction/electrical braking force in the next section of the train according to the air braking force difference to accurately track the reference train speed curve until the train is relieved.
A device for controlling the length and descent of a train, characterized in that the device comprises:

The first decompression output unit is used to output the decompression command of the first brake in the long downhill braking interval, and obtain the minimum constraint of the decompression coefficient ratio of the next brake according to the decompression situation;

A decompression coefficient acquisition unit, configured to determine the decompression coefficient ratio of the second handle according to the preset decompression coefficient ratio maximum constraint and the next brake decompression coefficient ratio minimum constraint;

The braking force acquisition unit is used to obtain the air filling time of the train pipe of the second brake, and obtain the first theoretical air braking force according to the preset conversion air braking force theoretical calculation model, and combine the decompression of the second brake The air braking force of the second brake is obtained by the quantity coefficient ratio;

The decompression amount acquisition unit is used to query the converted air braking force theoretical calculation model according to the air braking force of the second handle to obtain the decompression amount corresponding to the air braking force of the second handle;

The second decompression output unit is used to control and output the decompression command of the second gate according to the decompression amount corresponding to the air braking force of the second gate when the train arrives at the decompression position, and update the decompression according to the decompression situation. The coefficient ratio of the next brake decompression amount is the minimum constraint to predict and calculate the decompression amount that the next brake needs to output.
An electronic device, comprising a memory, a processor, and a computer program stored in the memory and operable on the processor, characterized in that, when the processor executes the program, it implements the computer program described in any one of claims 1 to 8. described method.