CN114228783B - Train braking control method and device and readable storage medium - Google Patents
Train braking control method and device and readable storage medium Download PDFInfo
- Publication number
- CN114228783B CN114228783B CN202111602516.XA CN202111602516A CN114228783B CN 114228783 B CN114228783 B CN 114228783B CN 202111602516 A CN202111602516 A CN 202111602516A CN 114228783 B CN114228783 B CN 114228783B
- Authority
- CN
- China
- Prior art keywords
- brake control
- fault
- bus
- train
- node
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 25
- 238000011084 recovery Methods 0.000 claims abstract description 34
- 238000004891 communication Methods 0.000 claims description 62
- 239000002245 particle Substances 0.000 claims description 39
- 238000012360 testing method Methods 0.000 claims description 10
- 238000004458 analytical method Methods 0.000 claims description 9
- 238000001514 detection method Methods 0.000 claims description 8
- 230000002035 prolonged effect Effects 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims description 4
- 230000001133 acceleration Effects 0.000 claims description 3
- 230000002045 lasting effect Effects 0.000 claims description 2
- 230000006870 function Effects 0.000 description 6
- 230000005540 biological transmission Effects 0.000 description 5
- 238000012545 processing Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000005206 flow analysis Methods 0.000 description 1
- 230000006855 networking Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a train brake control module, a device, a system, a train, a brake control method and a readable storage medium, wherein the train brake control system comprises a plurality of brake control devices and connectors, each brake control device is matched with at least one connector, and the connectors are arranged outside the corresponding brake control devices; connectors of adjacent brake control devices are serially connected through CAN buses in sequence, and the other end of each connector is connected with the corresponding brake control device through the CAN bus. Based on the train brake control system, a slow recovery mechanism for the whole network fault is provided.
Description
Technical Field
The invention belongs to the technical field of subway braking systems, and particularly relates to a train braking control module, a device, a system, a train, a braking control method and a readable storage medium.
Background
At present, a subway braking system adopts a distributed control mode, namely, each section of vehicle is provided with two bogies, each bogie is provided with a braking control device, the braking control device is responsible for realizing the braking force of the corresponding bogie in the section of vehicle, and the braking control devices are used for realizing the unified management of the braking force of the whole vehicle and generally all communicate by adopting a vehicle bus. The main vehicle control bus of the domestic subway braking system adopts a CAN (Controller Area Network) bus conforming to the ISO standard, which is a serial communication network effectively supporting distributed control or real-time control.
However, as shown in fig. 1, the conventional internal networking wiring manner of the subway automatic system is: the brake control device at the tail end of the head is provided with a terminal resistor (generally 120 omega), the brake control devices at adjacent nodes are communicated through a CAN bus, and the wiring of the CAN bus passes through the inside of the brake control device, so that when a certain brake control device fails, the internal network failure of the whole subway brake system is most likely to be caused, and potential safety hazards exist for train operation.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provide a train brake control module, a device, a system, a train, a brake control method and a readable storage medium.
The invention provides a train brake control module which comprises a brake control device and a connector, wherein the connector is arranged outside the brake control device, one end of the connector is connected with a CAN bus between the brake control device, and the other end of the connector is connected with connectors of other train brake modules in series through CAN buses.
The invention provides a train brake control system which comprises a plurality of brake control devices and connectors, wherein each brake control device is matched with at least one connector, the connectors are arranged outside the corresponding brake control devices, the connectors of the adjacent brake control devices are serially connected by using CAN buses in sequence, and the other end of each connector is connected with the CAN bus between the corresponding brake control devices.
Optionally, terminal resistors are respectively arranged on connectors corresponding to the head-tail brake control devices in the train brake control system.
The train provided by the invention is provided with the train braking module or the train braking control system.
The train braking control method of the train provided by the invention comprises the following steps:
if the communication fault of the train brake control system is monitored, identifying whether the train brake control system is a node fault;
wherein each brake control device is used as a node;
if the fault is a non-node fault, the CAN controller is controlled to stop message receiving and transmitting, the state of each brake control device is kept unchanged, and the bus communication of the CAN controller is restored after the time duration of T is prolonged.
Optionally, the selection range of the duration T is determined as follows:
setting an analysis device for introducing interference to apply interference to the CAN bus, and taking the time from the first time of closing the bus to the second time of closing the bus as a target parameter t;
on the basis of the determination of the CAN controller, the number of CAN nodes and the length of a CAN bus are adjusted, and the test and the recording of a target parameter t are respectively carried out;
then, respectively taking the number of CAN nodes and the length of CAN lines as variables, and segmenting the variable range;
then, using the distribution of the target parameter t in the rectangular range determined by the respective sections of the two variables, and selecting an average value or a clustering center as the optimal value of the target parameter in the rectangular range;
on the basis of the determination of the length of the CAN lines and the number of CAN nodes of the current CAN controller, the time length T is at least greater than or equal to the optimal value of the target parameter corresponding to the rectangular range, and the time length T also meets the optional range determined according to the tolerable recovery time length of the brake system.
Optionally, on the basis of the determination of the CAN controller, determining the optimal value of the corresponding time length T by using a particle swarm algorithm under each rectangular range determined by the CAN line length and the CAN node;
the position range of the particle is determined according to the target parameter optimal value corresponding to the rectangular range and the optional range determined by the recovery time length, and the time length T is taken as the position of the particle, and the execution process is as follows:
firstly, initializing particle population, setting maximum iteration number n max Particle swarm population size m, acceleration constant c 1 、c 2 An inertia factor w, a random number random (0, 1), and initial values of the position and velocity of the particles;
then, performing iterative computation;
calculating corresponding fitness values of the particles at the positions, and determining a local optimal value and a total optimal value of each particle currently based on a fitness maximum principle; updating the position and velocity of each particle within the range of particle positions;
taking the bus communication recovery success rate obtained by the test under the particle position as an fitness function;
repeating the iteration steps until the iteration termination condition is met, and obtaining the optimal particle position as the optimal value of the duration T corresponding to the rectangular range. Optionally, if the node is faulty, controlling the guiding braking force of the faulty node to be relieved, and compensating the braking force loss by using the non-faulty node with normal communication.
The guide braking force of the fault node is relieved, and the condition that the train band-type brake operates due to single equipment fault can be avoided.
Optionally, when the braking force loss compensation is performed by using the normal communication non-fault nodes, identifying the number of the normal communication non-fault nodes, calculating a loss average value of the braking force based on the non-fault nodes, and loading the loss average value to each non-fault node.
The invention also provides a train brake control device, comprising: and the communication fault detection module is in communication connection with the fault identification module and the control module.
The communication fault detection module is used for monitoring whether a communication fault occurs in the train brake control system;
the fault identification module is used for identifying whether the communication fault is a node fault or not when the communication fault detection module detects that the train brake control system has a communication fault;
and the control module is used for controlling the CAN controller to stop message receiving and transmitting and the state of each brake control device to remain unchanged when the fault identification module identifies that the fault is a non-node fault, and recovering the bus communication of the CAN controller after the time duration of T is prolonged.
The present invention also provides a readable storage medium storing a computer program that is called by a processor to perform:
if the communication fault of the train brake control system is monitored, identifying whether the train brake control system is a node fault;
wherein each brake control device is used as a node;
if the fault is a non-node fault, the CAN controller is controlled to stop message receiving and transmitting, the state of each brake control device is kept unchanged, and the bus communication of the CAN controller is restored after the time duration of T is prolonged.
Advantageous effects
1. In the train brake control system provided by the invention, at least one connector is matched outside each brake control device, and the connector is arranged outside the brake control device, so that even if one brake control device fails, communication connection among other train brake modules is not affected.
2. The invention provides a slow recovery mechanism, which changes an original short-time actively-realized self-recovery mechanism into a passive slow recovery mechanism, so that a communication system has more active control performance, the recovery process after a bus is in a closed state is more flexible and can meet the actual application, and the slow recovery mechanism can effectively reduce the occurrence probability of the situation that the bus cannot be recovered in time by the short-time self-recovery mechanism after the bus is closed through experimental verification.
Drawings
FIG. 1 is a schematic diagram of a CAN network of a brake control system in a conventional subway automatic system;
FIG. 2 is a CAN network schematic diagram of a brake control system provided by an embodiment of the invention;
fig. 3 is a schematic flow chart of a braking control method according to an embodiment of the present invention.
Detailed Description
Aiming at the problem of communication failure of an internal CAN bus of a brake control system in the existing subway and other types of trains, the invention provides a train brake control module, a device, a system, a train and a brake control method, which comprise two parts. Firstly, a peripheral T-shaped connector is additionally arranged on the basis of an original brake control device in the train brake control module or the train brake control system; secondly, the invention provides a slow recovery mechanism, which ensures that the communication CAN be recovered normally in time and the loss CAN be reduced when the CAN bus communication in the brake control system fails.
For the purpose of making the objects, technical solutions and advantageous effects of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is apparent that the described embodiments are only some embodiments of the present invention, but not all embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making any inventive effort are within the scope of the present invention, for which the following embodiments will take trains such as subways as examples, but the present invention is not limited thereto, and any train with a similar braking architecture is within the scope of the present invention.
Example 1:
as shown in fig. 2, the present embodiment provides a train brake control system, which includes a plurality of brake control devices (nodes) and connectors, in this embodiment, each brake control device is matched with one connector, and the number of the two connectors is equal, preferably a T-type connector.
One end of each connector is connected with a CAN bus between the corresponding brake control devices, and the other end of each connector is connected with the connectors of the adjacent brake control devices in series in sequence, so that circuit logic of parallel connection between every two nodes and serial connection between every two connectors is formed. In addition, each connector is connected with a CAN controller. As shown in fig. 2, N represents the number of nodes in the brake control intranet of the subway brake control system, H represents the high-level line of the CAN bus, and L represents the low-level line of the CAN bus. And the connectors at the front end and the rear end are provided with termination resistors, for example, the termination resistor is 120 omega.
Based on the above circuit structure, for example, the brake control device of the node 3 has an internal fault, and the connector 3 continues to exert the communication connection function, so that the communication between the node 1, the node 2 and the node N is not interrupted, thereby solving the influence of the fault node on other nodes and improving the communication stability of the metro intranet.
It should be noted that in some trains, the whole brake control system of the train is one CAN unit, and in some possible ways, the whole brake control system of the train is formed by a plurality of CAN units, each CAN unit is regarded as a train brake control subsystem, and the architecture of the subsystem is as described in embodiment 1, and the MVBs between different CAN units are connected.
It should be understood that, if one brake control device is matched with 2 or more connectors, one end of all connectors corresponding to the brake control device is connected with the CAN bus between the corresponding brake control devices, and the other ends are connected in parallel with each other and then connected in series with the connectors of the other brake control devices.
Example 2:
on the basis of embodiment 1, the invention provides a train brake control module, which comprises the brake control device and the connector of the embodiment, wherein the brake control device and the connector are packaged into a whole to be used as a module, and each module is connected in series in sequence according to the high and low levels of a CAN bus in the actual application process.
Example 3:
on the basis of the embodiments 1-2, the invention provides a train, which comprises the train brake control system or the train brake control module.
Example 4:
as shown in fig. 3, on the basis of embodiments 1 to 3, the present invention provides a train brake control method, comprising the steps of:
s1: monitoring whether a communication fault occurs in the train brake control system, and if so, executing according to S2; if no communication fault occurs, continuing to monitor;
s2: judging whether the current communication fault is a node fault or not, if so, executing according to S3; if not, the node is executed according to S4.
S3: and acquiring corresponding node information, controlling the guiding braking force of the fault node to be relieved, and compensating braking force loss by using the non-fault node.
When the braking force loss compensation is carried out, the braking force lost by the non-fault node which can establish communication connection at present and the braking force lost corresponding to the fault node are preferably obtained, the average value of the braking force lost is calculated based on the number of the non-fault nodes with normal communication, and the average value of the braking force lost is respectively loaded on each non-fault node.
S4: and controlling the CAN controller to stop message transceiving, controlling the state of the brake control device of each node to be unchanged, and recovering bus communication after lasting for a period of T.
The technical means of the step S4 is a slow recovery strategy provided by the invention. If the CAN bus communication fault of the non-node fault occurs in the train in the conventional mode, the self-contained bus recovery logic of the CAN controller is directly utilized to reset and restart the bus. If the CAN controller only turns on the automatic recovery function after the CAN node enters the bus off state, the CAN controller CAN recover the communication after detecting 128 times of 11 consecutive recessions, which is easily achieved in the actual CAN communication, taking the baud rate of 500K as an example, 128×11 (1/500000) = 0.002816s. This means that if the frame interval time of the CAN bus where the node is located is greater than 0.002816s, the node CAN easily resume communication during the bus idle time. However, when the bus is in a closed state, the node is in an unreliable state, if the node is quickly restored to participate in the bus communication, on one hand, the risk is higher, on the other hand, the fault cause is difficult to distinguish in a very short restoring time, and the reserved processing time is insufficient. The slow recovery mechanism of the invention is to supplement the error management and recovery mechanism of the CAN controller, so that the recovery process after the bus is in a closed state is more flexible and CAN be more suitable for the requirements of practical application.
In this embodiment, the duration T is determined on the basis of a repeated test according to the processing capability (CAN controller model) of the CAN controller, the number of nodes, the length of the CAN line, and the tolerable recovery time of the brake system, and the basic process is as follows:
on the one hand, under the working conditions of the determined CAN controllers, the number of nodes and the CAN length, the preliminary optional range of the duration T is determined according to the tolerable recovery time of the brake system.
Under the working conditions of the determined CAN controller, the number of nodes and the CAN length, a set of analysis device is introduced in the test, interference is applied to a CAN bus through the analysis device, the duration and the bit width percentage of an interference signal are set, meanwhile, the analysis device also has a flow analysis function, after a tested object is electrified to start transmitting a message, each frame of message receives the interference of the analysis device and has transmission errors, the transmission error count is increased by 8 for the first time, the retransmission is carried out automatically, the error count is increased by 8 for the second time, the transmission error count is greater than 255 until the transmission error count is 32 times, the tested object jumps to a bus closed state at the moment according to the conversion rule of the CAN error state, the self-recovery process is carried out under the control of the CAN controller, the self-recovery process is carried out at the moment, the self-recovery process is carried out at the same time, the tested object is recovered to the error active state from the bus closed state, the self-recovery process is continuously started to transmit the tested object, and the self-recovery process is carried out again after the transmission of 32 frames are still continuously interfered.
The time from the first bus closing to the second bus closing recorded by the analysis device is taken as the target parameter duration t of the test, and the target parameter duration t is substantially longer than the self-recovery duration set by the CAN controller. Then, the length of the CAN line and the number of CAN nodes are changed continuously to obtain different time lengths t. Under the condition that the model of the CAN controller is fixed, the ranges of the length of the CAN line and the number of the CAN nodes are divided into sections according to the length of the CAN line and the distribution of the time length t of the CAN nodes in two-dimensional variables, the distribution of the time length t in the rectangular range determined by the sections of the two variables is utilized, and an average value or a clustering center is selected as an optimal value of the time length t in the rectangular range of the corresponding section.
Based on the optimal value of the time length T, the slow recovery waiting time length T is larger than or equal to the time length T, namely the optimal value of the time length T in the rectangular range corresponding to the two-dimensional parameter is used as a threshold value.
Further, a preliminary selectable range of the duration T determined based on the brake system tolerable recovery time; and determining the optional range of the waiting time length T of the brutal restoration according to the model of the CAN controller, the length of the CAN line and the threshold value determined by the number of the CAN nodes.
In this embodiment, the duration T is preferably 250ms when the CAN controller model is the inflorescence XE167, the CAN length is 96m, and the number of nodes is 6.
In other embodiments, when a rectangular range corresponds to a preliminary selectable range for determining the duration T and a corresponding threshold, how to select an optimal duration T corresponding to the rectangular range, the optimal value may be determined according to a particle swarm algorithm. Furthermore, in practical application, the rectangular range is determined according to the model number of the CAN controller, the number of the CAN nodes and the length of the CAN lines, and then the optimal time length T of the rectangular range is obtained.
Under the condition that the processing capacity (model of the CAN controller), the number of CAN nodes and the rectangular range corresponding to the length of the CAN line are determined, taking the duration T as the particle position, determining the particle position range by utilizing the tolerable recovery time of the brake system and the fact that the duration T is larger than a threshold T, wherein the particle swarm optimization comprises the following specific processes:
(a1) Initializing a particle population: the position, speed and other parameters of the particles are initially set, and the maximum iteration number n is set max Particle swarm population size m, acceleration constant c 1 、c 2 Inertia factor w, random number random (0, 1).
(b1) And calculating the corresponding fitness value under each particle position, wherein the larger the fitness is, the more the particle position (duration) meets the requirement, and the bus communication recovery success rate obtained through the test is used as a fitness function under each particle position. Thus, the local optimum of each particle is determined based on the principle of selecting particle fitnessAnd all optimum values
(c1) For each particle p in the particle position range i Position x of (n) i (n) and velocity v i (n) update:
x i (n+1)＝x i (n)+v i (n+1)
(d1) Repeating the steps, stopping optimizing to obtain the optimal particle position when the iteration meets the convergence criterion or reaches the maximum iteration number, and further determining the current optimal time length T.
Based on the train braking control method, the embodiment of the invention provides a train braking control device which comprises a communication fault detection module, a fault identification module and a control module which are connected with each other in a communication mode.
The communication fault detection module is used for monitoring whether a communication fault occurs in the train brake control system or not;
the fault identification module is used for identifying whether the communication fault is a node fault or not when the communication fault detection module detects that the train brake control system has a communication fault;
and the control module is used for controlling the CAN controller to stop message receiving and transmitting and the state of each brake control device to remain unchanged when the fault identification module identifies that the fault is a non-node fault, and recovering the bus communication of the CAN controller after the time duration of T is prolonged.
The implementation process of each module may refer to the steps of a corresponding method, which is not specifically described in the present invention. And the above-mentioned division of the functional module units is merely a division of logic functions, and there may be another division manner when actually implemented, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted or not performed. Meanwhile, the integrated units can be realized in a hardware form or a software functional unit form.
Based on the above-described train brake control method, an embodiment of the present invention provides a readable storage medium,
a computer program is stored, the computer program being invoked by a processor to perform:
if the communication fault of the train brake control system is monitored, identifying whether the train brake control system is a node fault;
wherein each brake control device is used as a node;
if the fault is a non-node fault, the CAN controller is controlled to stop message receiving and transmitting, the state of each brake control device is kept unchanged, and the bus communication of the CAN controller is restored after the time duration of T is prolonged.
Similarly, the execution process of each step refers to the content of the foregoing method, which is not specifically described in the present invention.
The readable storage medium is a computer readable storage medium, which may be an internal storage unit of the controller according to any one of the foregoing embodiments, for example, a hard disk or a memory of the controller. The readable storage medium may also be an external storage device of the controller, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card) or the like, which are provided on the controller. Further, the readable storage medium may also include both an internal storage unit and an external storage device of the controller. The readable storage medium is used to store the computer program and other programs and data required by the controller. The readable storage medium may also be used to temporarily store data that has been output or is to be output.
It should be emphasized that the examples described herein are illustrative rather than limiting, and that this invention is not limited to the examples described in the specific embodiments, but is capable of other embodiments in accordance with the teachings of the present invention, as long as they do not depart from the spirit and scope of the invention, whether modified or substituted, and still fall within the scope of the invention.
Claims (6)
1. A train braking control method is characterized in that: the train is provided with a train braking module or a train braking control system;
the train braking module comprises a braking control device and a connector; the connector is arranged outside the brake control device; one end of the connector is connected with the CAN bus between the brake control devices, and the other end of the connector is connected with connectors of other train brake modules in series with the CAN bus in sequence;
the train brake control system comprises a plurality of brake control devices and connectors, wherein each brake control device is matched with at least one connector, and the connectors are arranged outside the corresponding brake control devices;
connectors of adjacent brake control devices are serially connected by using CAN buses in sequence, and the other end of each connector is connected with the CAN bus between the corresponding brake control devices;
the train braking control method comprises the following steps:
if the communication fault of the train brake control system is monitored, identifying whether the train brake control system is a node fault;
wherein each brake control device is used as a node;
if the fault is a non-node fault, the CAN controller is controlled to stop message receiving and transmitting, the state of each brake control device is kept unchanged, and the bus communication of the CAN controller is restored after the duration of T is prolonged;
the selection range of the time length T is determined as follows:
setting an analysis device for introducing interference to apply interference to the CAN bus, and taking the time from the first time of closing the bus to the second time of closing the bus as a target parameter t;
on the basis of the determination of the CAN controller, the number of CAN nodes and the length of a CAN bus are adjusted, and the test and the recording of a target parameter t are respectively carried out;
then, respectively taking the number of CAN nodes and the length of CAN lines as variables, and segmenting the variable range;
then, using the distribution of the target parameter t in the rectangular range determined by the respective sections of the two variables, and selecting an average value or a clustering center as the optimal value of the target parameter in the rectangular range;
on the basis of the determination of the length of the CAN lines and the number of CAN nodes of the current CAN controller, the time length T is at least greater than or equal to the optimal value of the target parameter corresponding to the rectangular range, and the time length T also meets the optional range determined according to the tolerable recovery time length of the brake system.
2. The train brake control method according to claim 1, characterized in that: on the basis of the determination of a CAN controller, determining the optimal value of the corresponding time length T by using a particle swarm algorithm under each rectangular range determined by the length of a CAN line and a CAN node;
the position range of the particle is determined according to the target parameter optimal value corresponding to the rectangular range and the optional range determined by the recovery time length, and the time length T is taken as the position of the particle, and the execution process is as follows:
firstly, initializing particle population, setting maximum iteration number n max Particle swarm population size m, acceleration constant c 1 、c 2 An inertia factor w, a random number random (0, 1), and initial values of the position and velocity of the particles;
then, performing iterative computation;
calculating corresponding fitness values of the particles at the positions, and determining a local optimal value and a total optimal value of each particle currently based on a fitness maximum principle; updating the position and velocity of each particle within the range of particle positions;
taking the bus communication recovery success rate obtained by the test under the particle position as an fitness function;
repeating the iteration steps until the iteration termination condition is met, and obtaining the optimal particle position as the optimal value of the duration T corresponding to the rectangular range.
3. The train brake control method according to claim 1, characterized in that: if the node is in fault, controlling the guiding braking force of the fault node to be relieved, and compensating the braking force loss by using the non-fault node with normal communication.
4. A train brake control method according to claim 3, wherein: and when the braking force loss compensation is carried out by using the normal communication non-fault nodes, identifying the number of the normal communication non-fault nodes, calculating the average value of the braking force loss based on the normal communication non-fault nodes, and loading the average value to each non-fault node.
5. A train brake control device, characterized in that: comprising the following steps:
the communication fault detection module is used for monitoring whether a communication fault occurs in the train brake control system;
the fault identification module is used for identifying whether the communication fault is a node fault or not when the communication fault detection module detects that the train brake control system has a communication fault;
the control module is used for controlling the CAN controller to stop message receiving and transmitting and the state of each brake control device to remain unchanged when the fault identification module identifies a non-node fault, and recovering the bus communication of the CAN controller after lasting for a period of T;
the selection range of the time length T is determined as follows:
setting an analysis device for introducing interference to apply interference to the CAN bus, and taking the time from the first time of closing the bus to the second time of closing the bus as a target parameter t;
on the basis of the determination of the CAN controller, the number of CAN nodes and the length of a CAN bus are adjusted, and the test and the recording of a target parameter t are respectively carried out;
then, respectively taking the number of CAN nodes and the length of CAN lines as variables, and segmenting the variable range;
then, using the distribution of the target parameter t in the rectangular range determined by the respective sections of the two variables, and selecting an average value or a clustering center as the optimal value of the target parameter in the rectangular range;
on the basis of the determination of the length of the CAN lines and the number of CAN nodes of the current CAN controller, the time length T is at least greater than or equal to the optimal value of the target parameter corresponding to the rectangular range, and the time length T also meets the optional range determined according to the tolerable recovery time length of the brake system.
6. A readable storage medium, characterized by: a computer program is stored, the computer program being invoked by a processor to perform:
if the communication fault of the train brake control system is monitored, identifying whether the train brake control system is a node fault;
wherein each brake control device is used as a node;
if the fault is a non-node fault, the CAN controller is controlled to stop message receiving and transmitting, the state of each brake control device is kept unchanged, and the bus communication of the CAN controller is restored after the duration of T is prolonged;
the selection range of the time length T is determined as follows:
setting an analysis device for introducing interference to apply interference to the CAN bus, and taking the time from the first time of closing the bus to the second time of closing the bus as a target parameter t;
on the basis of the determination of the CAN controller, the number of CAN nodes and the length of a CAN bus are adjusted, and the test and the recording of a target parameter t are respectively carried out;
then, respectively taking the number of CAN nodes and the length of CAN lines as variables, and segmenting the variable range;
then, using the distribution of the target parameter t in the rectangular range determined by the respective sections of the two variables, and selecting an average value or a clustering center as the optimal value of the target parameter in the rectangular range;
on the basis of the determination of the length of the CAN lines and the number of CAN nodes of the current CAN controller, the time length T is at least greater than or equal to the optimal value of the target parameter corresponding to the rectangular range, and the time length T also meets the optional range determined according to the tolerable recovery time length of the brake system.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2020115994123 | 2020-12-29 | ||
| CN202011599412 | 2020-12-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114228783A CN114228783A (en) | 2022-03-25 |
| CN114228783B true CN114228783B (en) | 2023-12-26 |
Family
ID=80762801
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111602516.XA Active CN114228783B (en) | 2020-12-29 | 2021-12-24 | Train braking control method and device and readable storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114228783B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1971461A (en) * | 2006-12-05 | 2007-05-30 | 天津大学 | Bus structure based motorcycle communication and control system and method |
| CN102114858A (en) * | 2011-01-21 | 2011-07-06 | 铁道部运输局 | Braking control system and braking control method for rail transport vehicle |
| CN105398438A (en) * | 2015-11-24 | 2016-03-16 | 株洲南车时代电气股份有限公司 | Track traffic train traction brake system and method |
| CN205829660U (en) * | 2016-07-19 | 2016-12-21 | 中车唐山机车车辆有限公司 | CAN network attachment structure, train control system and track train |
| CN106301842A (en) * | 2015-05-28 | 2017-01-04 | 中国北车集团大连机车车辆有限公司 | Municipal rail train controls and diagnostic system communication network redundancy structure |
| CN109379232A (en) * | 2018-11-23 | 2019-02-22 | 北京长城华冠汽车科技股份有限公司 | A kind of Controller Area Network BUS closing fault treating method and apparatus |
| CN110040158A (en) * | 2019-05-05 | 2019-07-23 | 中车青岛四方车辆研究所有限公司 | Track train traction braking level control method |
| CN110254406A (en) * | 2019-06-26 | 2019-09-20 | 南京中车浦镇海泰制动设备有限公司 | A kind of train grade brake force management method |
| CN110949358A (en) * | 2019-12-13 | 2020-04-03 | 中车株洲电力机车有限公司 | Rail train braking control method and device |
| CN111031134A (en) * | 2019-12-17 | 2020-04-17 | 中车株洲电力机车有限公司 | Communication method and device |
| CN212965857U (en) * | 2020-09-30 | 2021-04-13 | 上汽通用五菱汽车股份有限公司 | CAN bus turn-off fault detection device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7765859B2 (en) * | 2008-04-14 | 2010-08-03 | Wabtec Holding Corp. | Method and system for determining brake shoe effectiveness |
| US10574553B2 (en) * | 2017-06-12 | 2020-02-25 | GM Global Technology Operations LLC | Fault isolation for a controller area network |
-
2021
- 2021-12-24 CN CN202111602516.XA patent/CN114228783B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1971461A (en) * | 2006-12-05 | 2007-05-30 | 天津大学 | Bus structure based motorcycle communication and control system and method |
| CN102114858A (en) * | 2011-01-21 | 2011-07-06 | 铁道部运输局 | Braking control system and braking control method for rail transport vehicle |
| CN106301842A (en) * | 2015-05-28 | 2017-01-04 | 中国北车集团大连机车车辆有限公司 | Municipal rail train controls and diagnostic system communication network redundancy structure |
| CN105398438A (en) * | 2015-11-24 | 2016-03-16 | 株洲南车时代电气股份有限公司 | Track traffic train traction brake system and method |
| CN205829660U (en) * | 2016-07-19 | 2016-12-21 | 中车唐山机车车辆有限公司 | CAN network attachment structure, train control system and track train |
| CN109379232A (en) * | 2018-11-23 | 2019-02-22 | 北京长城华冠汽车科技股份有限公司 | A kind of Controller Area Network BUS closing fault treating method and apparatus |
| CN110040158A (en) * | 2019-05-05 | 2019-07-23 | 中车青岛四方车辆研究所有限公司 | Track train traction braking level control method |
| CN110254406A (en) * | 2019-06-26 | 2019-09-20 | 南京中车浦镇海泰制动设备有限公司 | A kind of train grade brake force management method |
| CN110949358A (en) * | 2019-12-13 | 2020-04-03 | 中车株洲电力机车有限公司 | Rail train braking control method and device |
| CN111031134A (en) * | 2019-12-17 | 2020-04-17 | 中车株洲电力机车有限公司 | Communication method and device |
| CN212965857U (en) * | 2020-09-30 | 2021-04-13 | 上汽通用五菱汽车股份有限公司 | CAN bus turn-off fault detection device |
Non-Patent Citations (2)
| Title |
|---|
| 地铁车辆紧急制动响应故障原因分析及改进措施;贺震;方舟;;机车电传动(第05期);全文 * |
| 马来西亚吉隆坡机场快线原列车与增购车列车网络控制***的比较;王志伟;;国外铁道车辆(第03期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114228783A (en) | 2022-03-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109495439B (en) | System and method for in-vehicle network intrusion detection | |
| EP3772200B1 (en) | Illicit act detection method, illicit act detection device, and program | |
| CN109495438B (en) | System and method for in-vehicle network intrusion detection | |
| CN105282209B (en) | Network system for vehicle and data transmission method of heterogeneous communication controller therein | |
| US10861258B2 (en) | Method for preventing diagnostic errors in vehicle network and apparatus therefor | |
| CN109039693B (en) | Method for evaluating controller area network | |
| JP4839109B2 (en) | In-vehicle database system | |
| JP2003229875A (en) | Method for recognizing data transmission error in can controller, can controller, program, recording medium, and control device | |
| CN113341906B (en) | Fault processing method, device and equipment and automobile | |
| EP3599743B1 (en) | Method and device for communicating data frames on a multi-master bus | |
| CN110738755A (en) | Vehicle-mounted terminal data transmission method, system, mobile terminal and storage medium | |
| CN114228783B (en) | Train braking control method and device and readable storage medium | |
| CN113254375A (en) | Data transmission method and device, electronic equipment and storage medium | |
| CN111245743A (en) | Information processing method, storage medium, gateway and automobile | |
| CN108153273A (en) | Signals of vehicles failure of removal diagnostic method and entire car controller | |
| WO2024093668A1 (en) | Train operation control method and system | |
| CN111806470B (en) | Train and train marshalling method | |
| CN115361312B (en) | Link flow based method and device for monitoring link state between ring network nodes | |
| CN109747666B (en) | Train braking-to-traction delay control method and system | |
| CN115580471A (en) | Fraud detection method, fraud detection apparatus, and storage medium | |
| CN103067518A (en) | In-vehicle network video monitoring system and alarming method thereof | |
| CN106740800A (en) | The CAN message maintenance monitoring system and method for work of brakes | |
| CN114104037B (en) | Vehicle-mounted signal equipment redundancy equipment, method, device and medium | |
| CN115257888B (en) | Train detection method, area controller and device | |
| EP4366245A1 (en) | Can controller, can device and method for the can controller |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |