CN117755356A - Brake control method and device for long marshalling train - Google Patents
Brake control method and device for long marshalling train Download PDFInfo
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Abstract
The application discloses a braking control method and device of a long marshalling train, which relate to the technical field of railway train traction control and mainly adopt the technical scheme that: in the process that the train drives to the target calibration position of the stop target, a model correction function of a brake model on the train is activated, the vehicle-mounted ATP is utilized to acquire the target emergency braking intervention speed at the current moment, the corresponding target preset intervention speed grade is determined, the target preset intervention speed grade represents the numerical value of the speed interval shortened among the emergency braking intervention speed, the common braking intervention speed and the allowable speed of the train, and accordingly, the target emergency braking intervention speed is correspondingly reduced when the distance between the train and the calibration position is shortened, the speed interval between the target emergency braking intervention speed and the target emergency braking intervention speed is shortened, the target allowable speed is indirectly raised, the limit distance of the long marshalling train approaching the calibration position is shortened to the greatest extent, and the stop target operation is completed.
Description
Technical Field
The application relates to the technical field of railway train traction control, in particular to a braking control method and device for a long marshalling train.
Background
The automatic train protection system (Automatic Train Protection, ATP) is key equipment for ensuring the safe operation of a train, and the key technology is to construct a brake model according to the factors such as the brake performance, the line condition, the movement authorization and the like of the train, so that the train operation speed is monitored in real time by the vehicle-mounted ATP by utilizing a brake curve planned by the brake model, and the safe operation of the train is ensured.
Now, the freight trains are most obviously characterized by more consist, longer train length, greater carrying load and lower running speed, unlike passenger trains. Therefore, in the operation type of stopping and leaning to the standard in railway operation, especially when the length of a long marshalling train (such as a freight train) approaches to the platform length, in the process of taking the train to a side track and controlling the train to stop and leaning to the standard, the vehicle-mounted ATP (adenosine triphosphate) is often controlled to have very low allowable speed along with the approaching to the stopping and leaning to the standard calibration position in the running process, so that the situation that the actual stopping position exceeds the calibration position is avoided, and the possibility of occupying other track space is avoided.
However, since the allowable speed is controlled to be very low, the limit distance that the train can approach the calibration position is very easily too far, that is, the actual stopping position is too far from the calibration position, and then there is a risk that the tail of the freight train is still in the on-line track or turnout area, so that the safety requirement of stopping and leaning on the standard operation of the long-grouped train is difficult to meet.
Disclosure of Invention
The application provides a braking control method and device for a long marshalling train, which mainly aim to meet the safety requirement of the stop leaning standard operation of the long marshalling train by correcting a braking model applied on the train in the process that the train drives to the stop leaning standard calibration position so as to ensure that the limit distance (namely the distance between the actual stop position and the calibration position) of the long marshalling train is shortened to the greatest extent.
In order to achieve the above purpose, the present application mainly provides the following technical solutions:
the first aspect of the present application provides a brake control method for a long marshalling train, the method comprising:
activating a model correction function of a braking model on the train in the process of driving the train to a standard calibration position of the stop support;
acquiring a target emergency braking intervention speed corresponding to the current moment by using the vehicle-mounted ATP;
determining a target preset intervention speed grade corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed grade is one of a plurality of preset intervention speed grades which rise step by step, the preset intervention speed grade is used for representing the numerical value of an intervention speed interval among the emergency braking intervention speed, the common braking intervention speed and the allowable speed of a train, and the numerical value of the preset intervention speed grade and the numerical value of the intervention speed interval are positively correlated;
Correcting a target service braking intervention speed and a target allowable speed planned by the braking model at the current moment according to the numerical value of the speed interval of intervention represented by the target preset intervention speed level;
and controlling the train to drive to the calibration position for stopping and leaning to the standard according to the corrected target service brake intervention speed and the target allowable speed.
A second aspect of the present application provides a brake control apparatus for a long marshalling train, the apparatus comprising:
the activation unit is used for activating a model correction function of a braking model on the train in the process that the train drives to a standard calibration position of the parking support;
the first acquisition unit is used for acquiring a target emergency braking intervention speed corresponding to the current moment by utilizing the vehicle-mounted ATP;
a first determining unit, configured to determine a target preset intervention speed level corresponding to the target emergency braking intervention speed, where the target preset intervention speed level is one of a plurality of preset intervention speed levels that rise step by step, and the preset intervention speed level is used to characterize a value of an intervention speed interval between three of an emergency braking intervention speed, a service braking intervention speed and an allowable speed of a train, and the value of the preset intervention speed level and the value of the intervention speed interval are positively correlated;
The correction unit is used for correcting the planned target service brake intervention speed and the planned target allowable speed of the brake model at the current moment according to the numerical value of the intervention speed interval represented by the target preset intervention speed level;
the control unit is used for controlling the train to drive to the calibration position to carry out stop leaning operation according to the corrected target usual braking intervention speed and the target allowable speed
A third aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which when executed by a processor, implements a method of controlling braking of a long consist train as above.
A fourth aspect of the present application provides an electronic device, comprising: the system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the computer program is executed by the processor to realize the braking control method of the long marshalling train.
By means of the technical scheme, the technical scheme provided by the application has the following advantages:
the application provides a braking control method and device for a long marshalling train, in the process of driving the train to a standard-close calibration position, the application activates a model correction function of a braking model on the train, under the premise of starting the model correction function, the application obtains a target emergency braking intervention speed at the current moment by utilizing vehicle-mounted ATP, and further determines a corresponding target preset intervention speed grade, as the target preset intervention speed grade characterizes the numerical value of a speed interval shortened among the emergency braking intervention speed, the service braking intervention speed and the allowable speed of the train, the intervention speed interval becomes high in numerical value (namely, the presenting speed interval is large) when the grade is high, but correspondingly the intervention speed interval becomes low in numerical value (namely, the presenting speed interval is small, namely, the speed interval is shortened) when the grade is reduced, thereby, as the distance between the running of the train and the standard position is shortened, the target emergency braking intervention speed grade is correspondingly reduced, the speed interval between the three is correspondingly shortened, the speed interval is correspondingly and is correspondingly shortened, the allowable speed is correspondingly increased, the allowable speed is increased, the speed is enabled to approach to be enabled to be higher, the speed is enabled to be higher than the numerical value (namely, the presenting speed interval is enabled to be not to be smaller than the maximum in the practical-close to the standard position), and the standard-close to the parking position is shortened, namely, the practical-close to the distance between the standard position is shortened.
Compared with the prior art, the method solves the problem that the distance between the stop mark of the long marshalling train and the mark position is far, and the stop mark scheme provided by the application does not exceed the mark position, and enables the stop of the train to be as close to the mark position as possible on the premise of safety permission, thereby meeting the safety requirement of stop mark operation of the long marshalling train.
The foregoing description is only an overview of the technical solutions of the present application, and may be implemented according to the content of the specification in order to make the technical means of the present application more clearly understood, and in order to make the above-mentioned and other objects, features and advantages of the present application more clearly understood, the following detailed description of the present application will be given.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
fig. 1 is a flowchart of a braking control method of a long marshalling train according to an embodiment of the present application;
FIG. 2 is a flowchart of another method for controlling braking of a long consist train according to an embodiment of the present application;
FIG. 3 is an exemplary three time phases of calculation of brake shoe pressure for a train;
fig. 4 is a block diagram of a brake control device of a long marshalling train according to an embodiment of the present application;
fig. 5 is a block diagram of another brake control device for a long marshalling train according to an embodiment of the present application.
Detailed Description
Exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
At present, in the operation type of stopping and leaning on a standard in railway operation, when a train needs to stop in a station, in order not to influence the passing operation of other trains on the front line, the train needs to be connected to a side track and stopped before the position is marked on the track. If the actual parking position of the train exceeds the calibration position, the possibility of occupying other track spaces exists; if the actual stop position of the train is far from the calibration position, the possibility that the tail of the train is still in a positive track or a turnout area exists, and potential risks are caused to other track trains.
At present, a brake curve planned by a brake model is utilized by vehicular ATP on a train to monitor and plan the running state of the train in the stop standard operation, so that the condition that the train is stopped beyond a standard position is rarely generated, unless some special fault factors and the like exist. The inventors have found that bringing the parking limit close to the nominal position without exceeding the nominal position is a major challenge at present. And particularly when the length of a long consist train (e.g., freight train) approaches the platform length, if the stopping actual position is far from the nominal position, there is an inevitable risk that the end of the train remains at the positive track or switch area.
For this reason, the inventors studied that, although the train running tends to the calibration position, the allowable speed of the train is depressed to a great extent to ensure running safety, the existing braking model is always universal and is safe (although other factors are not considered), so that the allowable speed is depressed to be very low, the train stops at a position far from the calibration position, and the safety standard of the running is properly relaxed in a reasonable range, so that the allowable speed is raised to drive the train a little further forward under the condition of being relaxed, and the limit is maximally close to the calibration position, and the safety operation requirement of the stop leaning on the standard is the real requirement of the long-marshalling train.
Based on the above consideration, the embodiment of the present application provides a braking control method for a long marshalling train, as shown in fig. 1, and the following specific steps are provided for this embodiment of the present application:
101. and in the process of driving the train to the standard calibration position of the stop target, activating a model correction function of a brake model on the train.
The brake model is preset on the train, and the vehicle-mounted ATP monitors the running speed of the train in real time by utilizing a brake curve planned by the brake model, wherein the brake curve mainly comprises the following components: the emergency braking curve and the service braking curve, wherein the emergency braking curve is a running safety bottom line and cannot be changed, but the service braking curve is changed along with the fact that the required emergency braking intervention speed is continuously reduced along with the fact that the train running distance is gradually shortened from the calibration position, the service braking intervention speed and the allowable speed are correspondingly influenced, and accordingly the service braking curve is changed along with the fact that the emergency braking intervention speed and the allowable speed are correspondingly influenced.
The emergency braking intervention speed, the service braking intervention speed and the allowable speed are three speeds mainly monitored by the vehicle-mounted ATP when the train running speed is monitored. When the running speed of the train exceeds the allowable speed, the vehicle-mounted ATP prompts a driver to control the speed in an audible and visual alarm mode; when the running speed of the train exceeds the intervention speed of the service brake, the vehicle-mounted ATP outputs a service brake command to control the train to decelerate; when the most unfavorable position/speed of the train considering the speed and distance measurement error exceeds the emergency braking intervention speed, the vehicle-mounted ATP outputs an emergency braking command to control the train to stop. In order to prevent train overspeed accidents, the relation of the three speed values is limited as follows, formula (1):
V_sbi≤V_ebi-n1km/h；
V_limit is less than or equal to V_ sbi-n2km/h; formula (1);
where v_ ebi is the emergency brake intervention speed, v_ sbi is the service brake intervention speed, v_limit is the allowable speed, and n1 and n2 are positive integers (which may be equal or unequal) to characterize that there is a speed interval between these three speeds.
The triggering conditions for activating the model correction function of the braking model at least comprise the following:
(1) The 'NV_MODCR field' is set in the configuration data of the brake model and is applied to the 'model correction function' in the process of whether the vehicle-mounted ATP allows the activation of the train to enter the station.
The "nv_modcor field" in the configuration data is set for traffic safety. Since the model correction function is actually a way to sacrifice safety to improve efficiency "on the premise of driving safety", it is necessary to set such a field in the on-board ATP as a special "switch", so that the model correction function can be forcibly turned off when necessary, avoiding potential safety risks.
In addition, for flexibility, a man-machine interaction interface can be added to allow a driver to operate and select whether to allow the model correction function to be activated or not while the model correction function can be automatically activated.
(2) The train type is freight train or heavy-duty truck, namely long marshalling train.
(3) The vehicle-mounted ATP operation mode is a 'full monitoring mode' or a 'guiding mode'.
(4) The train approaches the driving permission end point (the estimated position is larger than the indication point, the indication point is a calculated position related to the driving permission end point and is a common function), and the driving permission end point is positioned on a stock way in a station, namely the train is about to enter the station to stop.
When all the conditions are met during the running of the train, the vehicle-mounted ATP automatically activates the model correction function, but when any one of the conditions is no longer met, the model correction function is stopped immediately and returns to the existing braking model.
102. And acquiring a target emergency braking intervention speed corresponding to the current moment by using the vehicle-mounted ATP.
For convenience of description, the current time pointed by the embodiment of the application is any selected monitoring time in the process of driving the train to the target calibration position, or may be called the time for correcting the "brake model".
As the train travels closer to the target location, the emergency braking intervention speed required by the vehicle ATP is also continuously changing, so that at different monitoring moments, according to different emergency braking intervention speeds, the embodiments of the present application can correct the "braking model" to shorten the speed interval between the three of the emergency braking intervention speed, the service braking intervention speed and the allowable speed of the train by means of intervention, so as to indirectly raise the allowable speed relatively, thereby avoiding that the allowable speed of the train is excessively reduced as the train is closer to the target location.
Thus, upon selection of a different "current time", after activation of the "model correction function" of the braking model, embodiments of the present application may implement periodic correction of the braking model to achieve dynamic changes in accordance with changing train operating speeds and relative elevation of the allowable speed, and depending on the selection of the time interval, embodiments of the present application may be, but are not limited to, uniform time periods or non-uniform time periods.
103. And determining a target preset intervention speed grade corresponding to the target emergency braking intervention speed.
The target preset intervention speed level is one of a plurality of preset intervention speed levels which rise step by step, and the preset intervention speed level is used for representing the value of the intervention speed interval among the emergency braking intervention speed, the common braking intervention speed and the allowable speed of the train, and the value of the intervention speed interval is positively correlated with the value of the preset intervention speed level.
For example, the higher the target emergency braking intervention speed, the higher the target preset intervention speed level characterized, exampling five progressively set intervention speed levels as follows:
v_cor_1, v_cor_2, v_cor_3, v_cor_4, v_cor_5; from left to right, five levels rise stepwise, and of the five steps, "v_cor_1" is smallest and "v_cor_5" is largest;
For example: v_cor_5=45 km/h, v_cor_4=30 km/h, v_cor_3=15 km/h, v_cor_2=v_cor_1=0 km/h; it should be noted that if the speed of time corresponding to the intervention level is 0km/h, the intervention level is not effective.
And exemplary, determining which target preset intervention level the target emergency brake intervention speed falls into, is exemplified as follows:
when Vebi > V_COR_5, the model correction function is not applicable;
when V_COR_4 is less than or equal to Vebi < V_COR_5, the intervention speed level is 5;
when V_COR_3 is less than or equal to Vebi < V_COR_4, the intervention speed level is 4;
when V_COR_2 is less than or equal to Vebi < V_COR_3, the intervention speed level is 3;
when V_COR_1 is less than or equal to Vebi < V_COR_2, the intervention speed level is 2;
when Vebi < V_COR_1, the intervention speed level is 1.
Wherein Vebi represents a target emergency brake intervention speed, and the intervention speed level represents the value of the intervention speed interval between the emergency brake intervention speed, the service brake intervention speed and the allowable speed of the train, and the value of the intervention speed level and the value of the intervention speed interval are positively correlated. In short, as the above five intervention speed levels are stepped down, and as the intervention speed levels are reduced, the "inter-three intervention speed interval" is also reduced.
For example: for both cases of "intervention speed level 5" and "intervention speed level 4", the "intervention speed interval between the three corresponding to the former is greater than the latter, so that as the train travels closer to the calibrated position (i.e. the smaller the required target emergency braking intervention speed), the intervention results in a smaller" intervention speed interval between the three ", i.e. the difference between the three is reduced, and the" allowed speed "is relatively raised in terms of phase change.
104. And correcting the planned target service brake intervention speed and the planned target allowable speed of the brake model at the current moment according to the numerical value of the intervention speed interval represented by the target preset intervention speed level.
105. And controlling the train to drive to a calibration position for stopping and leaning to the standard according to the corrected target service brake intervention speed and the target allowable speed.
The most main purpose of the correction of the target service brake intervention speed planned at the current moment and the target allowable speed is that, in the phase change, the speed interval between the target allowable speed and other speeds is shortened, namely the target allowable speed is relatively raised, so that the train can be driven to the maximum extent to approach the calibration position by adopting the corrected target allowable speed on the premise of ensuring the train driving safety according to the target emergency brake intervention speed and the target service brake intervention speed, and the distance between the calibration position and the train driving is shortened.
Above, the embodiment of the application provides a braking control method of a long marshalling train, which solves the problem that the distance between a stop mark of the long marshalling train and a calibration position is far, and the stop mark scheme provided by the embodiment of the application does not exceed the calibration position, and enables the stop of the long marshalling train to be as close to the calibration position as possible on the premise of safety permission, thereby meeting the safety requirement of stop mark operation of the long marshalling train.
For more detailed explanation, the embodiment of the present application also provides another braking control method of a long marshalling train, as shown in fig. 2, and the following specific steps are provided for this embodiment of the present application:
201. and in the process of driving the train to the standard calibration position of the stop target, activating a model correction function of a brake model on the train.
202. And acquiring the current range error of the train corresponding to the current moment by using the on-board ATP.
The distance error is the distance error obtained by positioning the train by the vehicle-mounted ATP during the running process of the train. A plurality of transponders are pre-deployed along the ground track in the train control system, data communication is established with the transponders as the train runs past the transponders, and the onboard ATP can locate the train in real time based on the data communication.
203. And determining target model correction configuration information corresponding to the current ranging error of the train from the plurality of different model correction configuration information according to the preset mapping relation between different ranging errors and different model correction configuration information.
The target model correction configuration information at least comprises the following components: the target idle time correction coefficient, the target preset idle minimum time and the intervention speed interval values corresponding to different preset intervention speed grades respectively.
According to the embodiment of the application, the least unfavorable speed and distance measurement errors in the process of train entering are synthesized, 10% of the driving distance of the last group of transponders after the train enters is used as the errors in the process of quantitatively analyzing the train entering, and the values of all correction parameters required by the model correction function (namely, model correction configuration information) can be preconfigured based on multiple experimental data, and the method is exemplified as follows:
(1) When d error_max When the thickness is less than or equal to 20 m; k (K) cor ＝0.5、t k_min ＝min(5,t k )；
V_COR_5＝45km/h,V_COR_4＝30km/h,V_COR_3＝15km/h,
V_COR_2＝V_COR_1＝0km/h。
(2) When 20m<d error_max When the thickness is less than or equal to 30 m:
K cor ＝0.5、t k_min ＝min(6,t k )；
V_COR_5＝45km/h,V_COR_4＝30km/h,V_COR_3＝15km/h,
V_COR_2＝V_COR_1＝0km/h。
(3) When 30m<d error_max When the thickness is less than or equal to 40 m:
K cor ＝0.6、t k_min ＝min(7,t k )；
V_COR_5＝45km/h,V_COR_4＝30km/h,V_COR_3＝15km/h,
V_COR_2＝V_COR_1＝0km/h。
(4) When 30m<d error_max When the thickness is less than or equal to 40 m:
K cor ＝0.8、t k_min ＝min(9,t k )；
V_COR_5＝45km/h,V_COR_4＝22km/h；
V_COR_3＝V_COR_2＝V_COR_1＝0km/h。
in the above (1) - (4), d error_max For the current speed measurement error K of the train cor Correction coefficient, t for target free time k_min The minimum time of idle running is preset for the target, and the intervention speed interval values corresponding to different preset intervention speed grades (such as V_COR_1, V_COR_2, V_COR_3, V_COR_4 and V_COR_5) are respectively set.
The analysis performed as described in (1) - (4) above, if the current target emergency brake intervention speed of the train is less than or equal to the larger boundary value in the interval of v_cor_5, the model correction function starts to function, otherwise the model correction function is not suitable for use.
And, at d error_max Indicating a lower probability of running risk, the model correction is thus prone to shorten the idle time and to increase the number of progressive intervention levels, as in (1) only "v_cor_2=v_cor_1=0 km/h", indicating that both intervention levels are not open, but as in (4) "v_cor_3=v_cor_2=v_cor_1=0 km/h", indicating that the three intervention levels are not open (i.e. indicating that the three intervention levels are not active), i.e. not reducing "three of the emergency braking intervention speed, the service braking intervention speed and the allowable speed of the train"The inter-person intervention speed interval "reaches" these three intervention levels.
It should be noted that, for different preset intervention levels, since "v_cor_1, v_cor_2, v_cor_3, v_cor_4, v_cor_5" represent a stepwise increase, the corresponding "v_cor_5, v_cor_4, v_cor_3, v_cor_2, v_cor_1" represent a stepwise decrease according to the order "the intervention speed interval between three of the emergency braking intervention speed, the service braking intervention speed and the allowable speed of the train" is actually decreased.
For example, when V_COR_5 is met, setting the 'intervention speed interval between the three' to be reduced to 7km/h; but when the V_COR_3 is met, setting the 'intervention speed interval between the three parts' to be reduced to 5km/h; for ease of explanation, the case where the speed interval is equal between three speeds is exemplified only, but it should be understood by those skilled in the art that the case where the interval is not equal is not excluded.
Thus, according to this gradual decrease, the final objective is to make the difference between the "target allowable speed" and the "target emergency braking intervention speed" continuously smaller, and the difference between the "target allowable speed" and the "target service braking intervention speed" continuously smaller.
Moreover, since the "target emergency braking intervention speed" is obtained by calculation in real time as the train travels, and the change of the "target service braking intervention speed" is also caused by the linkage of the "target emergency braking intervention speed", only the "target allowable speed" is changed due to the change of the other two among the three of the "target emergency braking intervention speed", "target service braking intervention speed" and the "target allowable speed", so that the changing trend of the "target allowable speed" is actually that the "original allowable speed" planned at different time points is raised in a phase change compared with the original braking model (i.e., uncorrected model) based on the reduced "difference value" mentioned above. In this way the allowable speed of the train is not pressed too low in the closer to the calibration position the train is traveling than before the model is uncorrected.
204. And determining the target idle time required by the train at the current moment by adopting a preset idle time formula and utilizing the target allowable speed, the original idle time of the train and the target model correction configuration information.
205. And (3) controlling the train to drive to the calibration position by using the target idle time to perform stopping and leaning to the calibration operation.
In the embodiment of the present application, the "idle running time" is first explained as follows:
for a train towed by a locomotive, the braking action does not occur immediately by the train when the train applies the brakes. Because the train brakes are activated by the transmission of air waves, even if the locomotive itself or the first vehicle has passed a short time, the brake cylinders begin to have air pressure, then the pressure gradually rises, and after a while the brake shoe pressure reaches a maximum. Since the time for starting the boosting is different for each vehicle depending on the front and rear positions, the braking force of the whole train is not immediately generated and reaches the maximum value immediately, but has a changing process.
As shown in fig. 3, the calculation of the train brake shoe pressure is divided into three time phases:
(1) For OA period Σk=0;
(2) Over a period of AC time, Σk gradually increases from 0 to a maximum value Σk max ；
(3) Sigma K remains at a maximum value Sigma K for a period of time after point C until parking (mitigation) max 。
In order to simplify the calculation, a brake model in the industry specification of "train traction calculation" (hereinafter referred to as "traction rule") issued by the national railway agency simplifies the change of brake shoe pressure into two stages, namely:
(1) Within a period of OE
∑K＝0
(2) After point E
∑K＝∑K max
The assumed period of time OE is called the brake lost motion time t k . Distance travelled by the train in the free time is called free distance S k . The time from point E until the train stops is called effective brakingInterval t e . The distance travelled by the train during the effective braking time is called the effective braking distance S e 。
The braking model is effective in most of the scenes of train operation, the concept is simple and easy to understand, and the complexity of braking force calculation is greatly simplified. However, the simplified concept of the braking model described above for "lost motion time" is clearly not applicable for long and large consist freight trains arriving at low speeds.
For example, a freight train with a train length of 800 m 60 is a freight train with a brake model, the idle time of the train in the brake model reaches 23.55s, but from the data of on-site multiple stops, the train is lower than 20km/h, after a driver outputs a brake, the whole train is stopped, that is, the idle time of the brake model is not finished, and the actual train is braked to stop. This is because when the train is braked at a low speed, it is not necessary to wait for all the cars to apply braking, and only the first few cars need to apply a certain braking force, so that the whole train is braked to a stop. Obviously, the brake model in the traction gauge is inaccurate in estimating the idle running time at low speed. Thus, embodiments of the present application propose to shorten this "lost motion time" to ultimately help maximize the maximum proximity of the actual train stopping position to the calibrated position.
In order to ensure the safety of the train in the process of going into station, the model correction function of the braking model provided by the embodiment of the application is actually suitable for adjusting parameters on a common braking distance curve, and is not suitable for an emergency braking distance curve, because the emergency braking distance curve is a pre-established and unchangeable bottom line for train driving safety.
The service braking distance curve consists of an effective braking distance and a free distance, and the following formula (2) is adopted:
SBP(v)＝S e (v)+S k (v) Formula (2);
wherein S is e (v) For the effective braking distance from the speed v braking to the stopping of the train, the calculation method is the same as that of the traction rule, and is not repeated herein, and S k (v)＝t k V denotes the free distance at speed v.
After activating the "model correction function" for the braking model, the embodiment of the present application uses a pre-built preset dead time formula, applied to the reduction of the initial dead time of the compressed train to a specified ratio, as shown in the following formula (3):
wherein t is k_cor Target idle time required by the train at the current moment; v_limit is the target allowable speed; t is t k The method comprises the steps of setting planned free time for a train; and the target model correction configuration information K is also adopted in the formula (3) cor For the target lost motion time correction factor, V_COR_5 is the larger value, t, over the interval in the maximum preset intervention speed level k_min The minimum time to empty is preset for the target (can be preset empirically).
After the "lost motion time" is reduced, the embodiments of the present application described above are applied to control the train to drive to the calibration position for stopping and leaning on the standard operation in combination with the step-by-step reduction of the intervention speed interval between the three of the emergency braking intervention speed, the service braking intervention speed and the allowable speed of the train, specifically see steps 206-209 below.
206. And acquiring a target emergency braking intervention speed corresponding to the current moment by using the vehicle-mounted ATP.
After the model correction function of the braking model is activated, the vehicle-mounted ATP obtains the emergency braking intervention speed according to the emergency braking distance curve by taking the factors such as speed measurement and distance measurement errors into consideration, and the following formula (4) is adopted:
v_ ebi =ebp (d_normal+d_error) -v_error; formula (4);
wherein, EBP is the emergency braking distance curve; d_normal is the current estimated position of the train; d_error is the current ranging error of the train; v_error is the current speed measurement error of the train.
207. And determining a target preset intervention speed grade corresponding to the target emergency braking intervention speed.
The target preset intervention speed level is one of a plurality of preset intervention speed levels which rise step by step, and the preset intervention speed level is used for representing the value of the intervention speed interval among the emergency braking intervention speed, the common braking intervention speed and the allowable speed of the train, and the value of the intervention speed interval is positively correlated with the value of the preset intervention speed level.
In the embodiment of the present application, for the explanation of step 207, please refer to step 103, which is not described herein.
208. And correcting the planned target service brake intervention speed and the planned target allowable speed of the brake model at the current moment according to the numerical value of the intervention speed interval represented by the target preset intervention speed level.
This step may be refined to include the following:
firstly, acquiring a preset speed interval value set associated with a target preset intervention speed level, wherein the preset speed interval value set comprises the following components: a first speed interval value of a phase difference between the emergency braking intervention speed and the service braking intervention speed, and a second speed interval value of a phase difference between the service braking intervention speed and the allowable speed.
For example, expressed as the following formula (5):
V_sbi≤V_ebi-n1km/h；
V_limit is less than or equal to V_ sbi-n2km/h; equation (5);
where v_ ebi is the emergency brake intervention speed, v_ sbi is the service brake intervention speed, v_limit is the allowable speed, and n1 and n2 are positive integers (which may be equal or unequal) to characterize that there is a speed interval between these three speeds. And for convenience of distinction refer to different "speed intervals", the embodiments of the present application are identified by the words "first" and "second", whereby "n1km/h" is a "first speed interval value" and "n2km/h" is a "second speed interval value".
Second, based on the first speed interval value and the target emergency brake intervention speed, the target service brake intervention speed is corrected, as may be refined to include:
at the current moment, calculating according to a set common braking curve planned by a braking model to obtain a first common braking intervention speed; based on the first speed interval value and the target emergency braking intervention speed, reversely calculating to obtain a second service braking intervention speed; the minimum value is taken from the first service brake intervention speed and the second service brake intervention speed as the corrected target service brake intervention speed.
It should be noted that the words "first" and "second" appearing herein and subsequently are used for identification purposes, and that no other ordering ambiguity exists.
Illustratively, the explanation is made in connection with the following equation (6):
v_ sbi =min (v_ sbi _1, v_sbi_2); equation (6);
wherein v_ sbi is the corrected target service brake intervention speed, v_ sbi _1=sbp (d_normal) is the first service brake intervention speed calculated from the planned set service brake curve planned according to the brake model; v_ sbi _2=v_ ebi-n1km/h is the service brake intervention speed after taking into account the emergency brake intervention speed, n1km/h is the "first speed interval value", v_ ebi is the target emergency brake intervention speed. The embodiment of the application is to take the minimum value in V_ sbi _1 and V_ sbi _2 to obtain the corrected target service brake intervention speed.
Further, correcting the target allowable speed based on the first speed interval value, the second speed interval value, the target emergency brake intervention speed, and the corrected target service brake intervention speed, may include, as may be refined, the following:
the first allowable speed is obtained through back-pushing calculation according to the corrected target service brake intervention speed and the second speed interval value; according to the first speed interval value, the second speed interval value and the target emergency braking intervention speed, performing back-thrust calculation to obtain a second allowable speed; and taking the minimum value from the first allowable speed and the second allowable speed as a corrected target allowable speed.
Illustratively, the explanation is made in connection with the following equation (7):
v_limit=min (v_limit_1, v_limit_2); equation (7);
wherein V_limit is the corrected target allowable speed; v_limit_1=v_ ebi-n1km/h-n2km/h, v_limit_2=v_ sbi-n2km/h, where n1km/h is the "first speed interval value" and n2km/h is the "second speed interval value". In the embodiment of the application, the minimum value is taken in V_limit_1 and V_limit_2 to obtain the corrected target allowable speed.
209. And (3) controlling the train to drive to a calibration position to carry out stopping and leaning operation according to the corrected target service brake intervention speed and the target allowable speed by applying the target idle time.
In addition, as a perfection and supplement to the embodiment of the application, in the process of driving the train to the target calibration position, the vehicle-mounted ATP periodically selects different current moments according to preset time intervals and is applied to periodically acquiring the target emergency braking intervention speed so as to periodically correct the target service braking intervention speed and the target allowable speed planned by the braking model.
And based on such a period of time, as the "target allowable speed" continues to decrease, the "target idle time" gradually decreases to a minimum value, such as "t", as the preset idle time formula (3) above k_min ”。
In the above, it should be noted that the embodiment of the present application may be, but not limited to, a uniform time period or a non-uniform time period, but based on such a time period, the embodiment of the present application may dynamically and continuously correct the braking model from two aspects of "reduced idle time" and "relatively raised allowable speed", so as to ensure driving safety, and make the train stop as close to the calibration position as possible, thereby meeting the safety requirement of the stop-by-mark operation of the long-grouped train.
As an implementation of the methods shown in fig. 1 and fig. 2, the embodiment of the application provides a brake control device for a long marshalling train. The embodiment of the device corresponds to the embodiment of the method, and for convenience of reading, details of the embodiment of the method are not repeated one by one, but it should be clear that the device in the embodiment can correspondingly realize all the details of the embodiment of the method. The device is applied to control the stop limit of the long marshalling train to be close to the calibration position in the stop standard operation type, and particularly as shown in fig. 4, the device comprises:
an activating unit 31 for activating a model correction function for a brake model on a train in the process of the train driving to a target calibration position;
A first obtaining unit 32, configured to obtain a target emergency braking intervention speed corresponding to a current moment by using the vehicle-mounted ATP;
a first determining unit 33, configured to determine a target preset intervention speed level corresponding to the target emergency braking intervention speed, where the target preset intervention speed level is one of a plurality of preset intervention speed levels that rise step by step, and the preset intervention speed level is used to characterize a value of an intervention speed interval between three of an emergency braking intervention speed, a service braking intervention speed, and an allowable speed of a train, and the value of the preset intervention speed level and the value of the intervention speed interval are positively correlated;
a correction unit 34, configured to correct a target service brake intervention speed and a target allowable speed planned by the brake model at the current moment according to a value of the intervention speed interval represented by the target preset intervention speed level;
and the control unit 35 is used for controlling the train to drive to the calibration position for stopping and leaning to the standard operation according to the corrected target usual braking intervention speed and the target allowable speed.
Further, as shown in fig. 5, after the model correction function for the on-train brake model is activated, the apparatus further includes:
A second obtaining unit 36, configured to obtain a current ranging error of the train corresponding to the current moment by using the vehicle-mounted ATP;
a second determining unit 37, configured to determine target model correction configuration information corresponding to the current ranging error of the train from a plurality of different model correction configuration information according to a mapping relationship between different ranging errors and different model correction configuration information that are set in advance, where the target model correction configuration information at least includes: the target idle time correction coefficient, the target preset idle minimum time and the intervention speed interval values corresponding to different preset intervention speed grades respectively;
a calculating unit 38, configured to determine a target idle time required by the train at the current moment by using a preset idle time formula, and using the target allowable speed, the train original idle time and the target model correction configuration information, where the preset idle time formula is used to compress the train original idle time to a specified proportion;
the control unit 34 is further configured to control the train to drive to the calibration position for stopping and leaning to the target by using the target free time.
Further, as shown in fig. 5, the correction unit 34 includes:
An obtaining module 341, configured to obtain a preset speed interval value set associated with the target preset intervention speed level, where the preset speed interval value set includes: a first speed interval value of a phase difference between the emergency brake intervention speed and the service brake intervention speed, and a second speed interval value of a phase difference between the service brake intervention speed and the allowable speed;
a first correction module 342 for correcting the target service brake intervention speed based on the first speed interval value and the target emergency brake intervention speed;
a second correction module 343 for correcting a target allowable speed based on the first speed interval value, the second speed interval value, the target emergency brake intervention speed, and the corrected target service brake intervention speed.
Further, as shown in fig. 5, the first correction module 342 is specifically further configured to:
at the current moment, calculating according to an original braking curve planned by the braking model to obtain a first normal braking intervention speed;
based on the first speed interval value and the target emergency braking intervention speed, reversely calculating to obtain a second service braking intervention speed;
And taking the minimum value from the first service brake intervention speed and the second service brake intervention speed as a corrected target service brake intervention speed.
Further, as shown in fig. 5, the second correction module 343 is specifically further configured to:
according to the corrected target service brake intervention speed and the second speed interval value, reversely calculating to obtain a first allowable speed;
the second allowable speed is obtained through back-pushing calculation according to the first speed interval value, the second speed interval value and the target emergency braking intervention speed;
and taking the minimum value from the first allowable speed and the second allowable speed as a corrected target allowable speed.
Further, as shown in fig. 5, the apparatus further comprises an application unit 39, specifically configured to: in the process that the train drives to the target calibration position, the vehicle-mounted ATP periodically selects different current moments according to preset time intervals and is applied to periodically acquire the target emergency braking intervention speed so as to periodically correct the target service braking intervention speed and the target allowable speed planned by the braking model.
In summary, the embodiment of the application provides a braking control method and device for a long marshalling train, in the process that the train drives to a calibration position of a stop leaning target, the embodiment of the application can reduce the idle running time and relatively raise the allowable speed, dynamically and continuously correct a braking model, solve the problem that the stop leaning target of the long marshalling train is far away from the calibration position, and the stop leaning target scheme provided by the application does not exceed the calibration position and enables the stop of the train to be close to the calibration position as much as possible on the premise of safety permission, thereby meeting the safety requirement of stop leaning target operation of the long marshalling train.
The brake control device of the long marshalling train comprises a processor and a memory, wherein the determining unit, the constructing unit, the filling unit, the replacing unit and the like are all stored in the memory as program units, and the processor executes the program units stored in the memory to realize corresponding functions.
The processor includes a kernel, and the kernel fetches the corresponding program unit from the memory. The inner core can be provided with one or more than one brake model applied to the train is continuously corrected by adjusting the inner core parameters, so that the limit distance of the long-grouped train close to the calibration position is shortened to the greatest extent in the process that the train drives to the calibration position of the stop target, and the safety requirement of the stop target operation of the long-grouped train is met.
The embodiment of the application provides a computer readable storage medium, wherein a computer program is stored on the computer readable storage medium, and when the computer program is executed by a processor, the method for controlling braking of a long marshalling train is realized.
The embodiment of the application provides electronic equipment, which comprises: the system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the computer program is executed by the processor to realize the braking control method of the long marshalling train.
The present embodiments also provide a computer program product adapted to perform a program of steps of a brake control method for initializing an upper long consist train when the program is executed on a data processing device.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In one typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input/output interfaces, network interfaces, and the like.
The memory may include volatile memory, random Access Memory (RAM), and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM), among other forms in computer readable media, the memory including at least one memory chip. Memory is an example of a computer-readable medium.
Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises an element.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and changes may be made to the present application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. which are within the spirit and principles of the present application are intended to be included within the scope of the claims of the present application.
Claims (10)
1. A method of controlling braking of a long consist train, the method comprising:
activating a model correction function of a braking model on the train in the process of driving the train to a standard calibration position of the stop support;
acquiring a target emergency braking intervention speed corresponding to the current moment by using the vehicle-mounted ATP;
determining a target preset intervention speed grade corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed grade is one of a plurality of preset intervention speed grades which rise step by step, the preset intervention speed grade is used for representing the numerical value of an intervention speed interval among the emergency braking intervention speed, the common braking intervention speed and the allowable speed of a train, and the numerical value of the preset intervention speed grade and the numerical value of the intervention speed interval are positively correlated;
correcting a target service braking intervention speed and a target allowable speed planned by the braking model at the current moment according to the numerical value of the speed interval of intervention represented by the target preset intervention speed level;
and controlling the train to drive to the calibration position for stopping and leaning to the standard according to the corrected target service brake intervention speed and the target allowable speed.
2. The method of claim 1, wherein after said activating a model correction function for an on-train braking model, the method further comprises:
acquiring a train current ranging error corresponding to the current moment by using the on-board ATP;
determining target model correction configuration information corresponding to the current ranging error of the train from a plurality of different model correction configuration information according to a preset mapping relation between different ranging errors and different model correction configuration information, wherein the target model correction configuration information at least comprises: the target idle time correction coefficient, the target preset idle minimum time and the intervention speed interval values corresponding to different preset intervention speed grades respectively;
determining the target idle running time required by the train at the current moment by adopting a preset idle running time formula and utilizing the target allowable speed, the train original idle running time and the target model correction configuration information, wherein the preset idle running time formula is used for compressing the train original idle running time to be reduced to a specified proportion;
and controlling the train to drive to the calibration position by using the target idle time to perform stopping and leaning to the calibration operation.
3. The method according to claim 1, wherein said intervening said speed interval values, characterized by said target preset intervening speed level, correct a target service brake intervening speed and a target allowable speed planned by said brake model at said current moment, comprising:
acquiring a preset speed interval value set associated with the target preset intervention speed level, wherein the preset speed interval value set comprises the following components: a first speed interval value of a phase difference between the emergency brake intervention speed and the service brake intervention speed, and a second speed interval value of a phase difference between the service brake intervention speed and the allowable speed;
correcting the target service brake intervention speed based on the first speed interval value and the target emergency brake intervention speed;
a target allowable speed is corrected based on the first speed interval value, the second speed interval value, the target emergency brake intervention speed, and the corrected target service brake intervention speed.
4. A method according to claim 3, wherein said correcting said target service brake intervention speed based on said first speed interval value and said target emergency brake intervention speed comprises:
At the current moment, calculating according to an original braking curve planned by the braking model to obtain a first normal braking intervention speed;
based on the first speed interval value and the target emergency braking intervention speed, reversely calculating to obtain a second service braking intervention speed;
and taking the minimum value from the first service brake intervention speed and the second service brake intervention speed as a corrected target service brake intervention speed.
5. A method according to claim 3, wherein said correcting a target allowable speed based on said first speed interval value, said second speed interval value, said target emergency brake intervention speed and said corrected target service brake intervention speed comprises:
according to the corrected target service brake intervention speed and the second speed interval value, reversely calculating to obtain a first allowable speed;
the second allowable speed is obtained through back-pushing calculation according to the first speed interval value, the second speed interval value and the target emergency braking intervention speed;
and taking the minimum value from the first allowable speed and the second allowable speed as a corrected target allowable speed.
6. Method according to any one of claims 1 to 5, characterized in that the on-board ATP is applied to periodically obtain a target emergency braking intervention speed at preset time intervals to periodically select different current moments during the train driving towards the nominal position of the stop target, to periodically correct the target service braking intervention speed and the target allowable speed planned by the braking model.
7. A brake control apparatus for a long consist train, the apparatus comprising:
the activation unit is used for activating a model correction function of a braking model on the train in the process that the train drives to a standard calibration position of the parking support;
the first acquisition unit is used for acquiring a target emergency braking intervention speed corresponding to the current moment by utilizing the vehicle-mounted ATP;
a first determining unit, configured to determine a target preset intervention speed level corresponding to the target emergency braking intervention speed, where the target preset intervention speed level is one of a plurality of preset intervention speed levels that rise step by step, and the preset intervention speed level is used to characterize a value of an intervention speed interval between three of an emergency braking intervention speed, a service braking intervention speed and an allowable speed of a train, and the value of the preset intervention speed level and the value of the intervention speed interval are positively correlated;
The correction unit is used for correcting the planned target service brake intervention speed and the planned target allowable speed of the brake model at the current moment according to the numerical value of the intervention speed interval represented by the target preset intervention speed level;
and the control unit is used for controlling the train to drive to the calibration position to carry out the stop and lean on the standard operation according to the corrected target usual braking intervention speed and the target allowable speed.
8. The apparatus of claim 7, wherein after said activating a model correction function for an on-train brake model, the apparatus further comprises:
the second acquisition unit is used for acquiring the current ranging error of the train corresponding to the current moment by utilizing the vehicle-mounted ATP;
a second determining unit, configured to determine, according to a mapping relationship between different preset ranging errors and different model correction configuration information, target model correction configuration information corresponding to the current ranging error of the train from a plurality of different model correction configuration information, where the target model correction configuration information at least includes: the target idle time correction coefficient, the target preset idle minimum time and the intervention speed interval values corresponding to different preset intervention speed grades respectively;
The calculation unit is used for determining the target idle time required by the train at the current moment by adopting a preset idle time formula and utilizing the target allowable speed, the train original idle time and the target model correction configuration information, wherein the preset idle time formula is used for compressing the train original idle time to be reduced to a specified proportion;
and the control unit is also used for controlling the train to drive to the calibration position to carry out the stop and mark leaning operation by applying the target idle time.
9. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when executed by a processor, implements the method of braking control of a long consist train as claimed in any one of claims 1-6.
10. An electronic device, comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, which when executed by the processor implements the method of braking control of a long consist train as claimed in any one of claims 1 to 6.
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