Emergency braking protection curve determination method, device, electronic equipment and storage medium

Abstract

This application discloses a method, apparatus, electronic device, and storage medium for determining an emergency braking protection curve, relating to the field of rail vehicles. Addressing the problems of overly conservative and abrupt braking caused by sudden gradient changes in currently calculated train emergency braking protection curves, this application provides a method for determining the emergency braking protection curve. By using the most unfavorable gradient in the first two stages and the average gradient in the third stage, the smoothness of the curve is optimized. Furthermore, the average gradient used in this method is the average gradient of the emergency braking stage alone, better ensuring the safety of the determined curve. The train emergency braking protection curve determined by this method has a smoother transition, reducing the extent to which the train's permissible speed is reduced and improving train operating efficiency. It also solves the problem of poor adaptability to sudden gradient changes, ensuring train passenger comfort even with abrupt changes in the most unfavorable gradient.

Description

Technical Field

[0001] This application relates to the field of rail vehicles, and in particular to a method, apparatus, electronic device, and storage medium for determining an emergency braking protection curve. Background Technology

[0002] Automatic Train Protection (ATP) is a core module in Communication Based Train Control (CBTC) that ensures safe train operation. ATP can calculate the Emergency Brake Intervention (EBI) curve in real time using a safe braking model based on track data such as gradient and speed limits, as well as train performance and operating permits. This is used to implement overspeed protection and overshoot protection.

[0003] Currently, the calculation of train emergency braking protection curves generally adopts the "most unfavorable gradient" principle, that is, using the maximum downhill gradient (i.e., the most unfavorable gradient, also known as the worst gradient) within the permitted traffic flow or local section as the calculation benchmark. Although the train emergency braking protection curve calculated by this scheme can ensure safety, it has the following technical defects: 1) The curve is too conservative: the emergency braking curve designed based on extreme gradient conditions leads to a significant reduction in the permissible speed of the train, resulting in a longer travel time between stations; 2) Poor adaptability to gradient abrupt changes: when the track gradient changes abruptly from uphill to downhill, the abrupt change of the most unfavorable gradient will cause a sudden drop in permissible speed, leading to unexpected braking events and reducing passenger comfort.

[0004] Therefore, those skilled in the art urgently need a method for determining the emergency braking protection curve to solve the problems of overly conservative and abnormal braking due to sudden changes in gradient in the currently calculated emergency braking protection curves for trains. Summary of the Invention

[0005] The purpose of this application is to provide a method, device, electronic device and storage medium for determining an emergency braking protection curve, in order to solve the problems of overly conservative and abnormal braking due to sudden changes in gradient in the currently calculated emergency braking protection curves for trains.

[0006] To address the aforementioned technical problems, this application provides a method for determining an emergency braking protection curve, comprising: The braking curves for the runaway traction phase and the coasting phase are determined based on the most unfavorable gradient; wherein, the train emergency braking protection curve is composed of the braking curves for the three phases of the runaway traction phase, the coasting phase, and the emergency braking phase. The braking curve for the emergency braking phase is determined based on the average slope of the emergency braking phase; wherein, the average slope of the emergency braking phase is the average slope between the starting position and the target position of the emergency braking phase. The emergency braking protection curve of the train is determined by the braking curves corresponding to the runaway traction phase, the coasting phase, and the emergency braking phase.

[0007] In one optional embodiment, determining the braking curve for the emergency braking phase based on the average gradient of the emergency braking phase includes: The travel distances of the runaway traction phase and the coasting phase are determined based on the most unfavorable slope, and are used as the first travel distance; and the first starting position of the emergency braking phase is determined based on the first travel distance; The first average slope is determined based on the first starting position and the target position of the emergency braking phase. The travel distances of the runaway traction phase and the coasting phase are determined with zero slope as the second travel distance; and the second starting position of the emergency braking phase is determined based on the second travel distance. The second average gradient is determined based on the second starting position and the target position of the emergency braking phase. The smaller of the first average slope and the second average slope is taken as the final average slope of the emergency braking phase, and the braking curve of the emergency braking phase is determined.

[0008] In one optional embodiment, determining the braking curve for the emergency braking phase based on the average gradient of the emergency braking phase includes: The travel distances of the runaway traction phase and the coasting phase are determined based on the most unfavorable slope, and are used as the first travel distance; and the first average slope of the emergency braking phase is determined based on the first travel distance. The first average gradient is determined based on the first average gradient during the emergency braking phase; The travel distances during the runaway traction phase and the coasting phase are determined using zero slope as the second travel distance; and the second average slope of the emergency braking phase is determined based on the second travel distance. The second average gradient is used to determine the second average gradient acceleration during the emergency braking phase. The smaller value between the first average gradient acceleration and the second average gradient acceleration is taken as the final average gradient acceleration during the emergency braking phase, and the braking curve for the emergency braking phase is determined.

[0009] In one optional embodiment, the determination of the braking curve includes: For the uncontrolled traction phase: the current speed of the train when it performs emergency braking is taken as the initial speed of the phase; the phase duration and traction acceleration of the train are determined according to the train parameters; the sum of the traction acceleration and the gradient acceleration is taken as the phase acceleration; the corresponding braking curve is determined according to the initial speed, phase duration and phase acceleration of the uncontrolled traction phase. For the coasting phase: the initial speed of the coasting phase is the final speed of the uncontrolled traction phase; the duration of the coasting phase is determined according to the train parameters; and the gradient acceleration of the coasting phase is the phase acceleration. The corresponding braking curve is determined according to the initial speed, duration, and acceleration of the coasting phase. For the emergency braking phase: the initial speed of the coasting phase is taken as the final speed of the coasting phase; the emergency braking acceleration is determined according to the train parameters; the sum of the emergency braking acceleration and the gradient acceleration of the emergency braking phase is taken as the phase acceleration; the corresponding braking curve is determined according to the initial speed and phase acceleration of the emergency braking phase.

[0010] In one optional embodiment, determining the travel distance during the runaway traction phase and the coasting phase includes: The travel distances during the runaway traction phase and the coasting phase are determined according to the first formula; The first formula is: ; In the formula, S is the travel distance; v is the current speed of the train when it performs emergency braking; t1 and t2 are the durations of the runaway traction phase and the coasting phase, respectively; a trac a is the train's maximum traction acceleration; g This is the acceleration due to the slope.

[0011] In one alternative embodiment, determining the average gradient during the emergency braking phase includes: The average gradient during the emergency braking phase is determined according to the second formula; The second formula is: ; In the formula, g is the average slope during the emergency braking phase; i j I represents the slope of the j-th slope segment. j The length of the j-th slope segment is represented by ; n represents the total number of slope segments with a defined average slope.

[0012] To address the aforementioned technical problems, this application also provides an emergency braking protection curve determination device, comprising: The first curve determination module is used to determine the braking curves for the runaway traction stage and the coasting stage with the most unfavorable gradient; wherein, the train emergency braking protection curve is composed of the braking curves for the three stages of the runaway traction stage, the coasting stage and the emergency braking stage. The second curve determination module is used to determine the braking curve of the emergency braking phase based on the average slope of the emergency braking phase; wherein the average slope of the emergency braking phase is the average slope between the starting position and the target position of the emergency braking phase. The protection curve determination module is used to determine the train's emergency braking protection curve through the braking curves corresponding to the runaway traction phase, the coasting phase, and the emergency braking phase.

[0013] To address the aforementioned technical problems, this application also provides an electronic device, comprising: Memory, used to store computer programs; A processor is configured to execute the computer program to implement the steps of the emergency braking protection curve determination method as described above.

[0014] In one alternative embodiment, the electronic device is a train automatic protection system.

[0015] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the emergency braking protection curve determination method described above.

[0016] This application provides a method for determining the emergency braking protection curve (EBI). The method uses the most unfavorable gradient to determine the corresponding braking curve for the first two of the three stages constituting the train's EBI: the runaway traction stage and the coasting stage. For the last stage, the emergency braking stage, the method uses the average gradient to determine the corresponding braking curve. Furthermore, the average gradient used in this method is the average gradient of the emergency braking stage alone. The EBI determined by this method has a smoother transition compared to curves determined using the most unfavorable gradient principle for all three stages. This reduces the extent to which the train's permissible speed can be reduced, improving train operating efficiency. It also solves the problem of poor adaptability to sudden gradient changes, ensuring passenger comfort even with sudden changes in the most unfavorable gradient.

[0017] Furthermore, the emergency braking protection curve determined by this method can also guarantee safety redundancy requirements. Specifically, for a scheme that uses the average gradient for all three stages, if the first two stages occur at the worst gradient in reality, the initial speed of the third stage calculated based on the average gradient will be too low, and the average gradient acceleration of the third stage will be larger than the actual value, resulting in an overly high EBI, which is unsafe. This method uses the most unfavorable gradient for the first two stages, avoiding the above problems and ensuring safety. In addition, for a scheme that uses the worst gradient for the first two stages and the total average gradient of all three stages for the emergency braking stage, if the first two stages are not at the worst gradient in reality, but the emergency braking stage occurs at the worst gradient, the average gradient of the third stage will be larger than the total average gradient of all three stages, resulting in an overly high EBI, which is also unsafe. This method uses the average gradient of the emergency braking stage itself, effectively avoiding the above problems and thus better guaranteeing safety. Therefore, the EBI determined by this method can optimize the smoothness of the curve while ensuring safety redundancy requirements, thereby improving train operating efficiency.

[0018] The emergency braking protection curve determination device, electronic device, and computer-readable storage medium provided in this application correspond to the above-described method and have the same effect. Attached Figure Description

[0019] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of an emergency braking protection curve provided for an embodiment of the present invention; Figure 2 A flowchart illustrating a method for determining an emergency braking protection curve provided in an embodiment of the present invention; Figure 3 A flowchart of an average slope optimization method provided in an embodiment of the present invention; Figure 4 A flowchart of an average slope acceleration optimization method provided in an embodiment of the present invention; Figure 5 A structural diagram of an emergency braking protection curve determination device provided in an embodiment of the present invention; Figure 6 This is a structural diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0022] The core of this application is to provide a method, device, electronic device, and storage medium for determining an emergency braking protection curve.

[0023] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] In related technologies, IEEE 1474.1 (a standard for CBTC systems) provides a recommended safety braking model for Communication Based Train Control (CBTC) systems. In this recommended safety braking model, such as... Figure 1 As shown, the entire Emergency Brake Intervention (EBI) curve is mainly divided into three stages: the runaway traction stage, the coasting stage, and the emergency braking stage. Among them, Figure 1 Line segments A and B correspond to the aforementioned runaway traction stage, line segments C and D correspond to the aforementioned coasting stage, and line segment E corresponds to the aforementioned emergency braking stage.

[0025] Currently, the "most unfavorable gradient" principle is commonly used when calculating the emergency braking protection curve for trains. This means that the maximum downhill gradient (i.e., the most unfavorable gradient, also known as the worst gradient) within the permitted traffic flow or local section is used as the calculation benchmark in determining the braking curve for all three stages. In EBI calculations, the gradient primarily affects gradient acceleration, which is a crucial component of train acceleration during emergency braking. While this method can ensure safety, it suffers from drawbacks such as excessive conservatism and poor adaptability to sudden gradient changes, requiring further optimization.

[0026] To address the aforementioned problems, this application provides a method for determining an emergency braking protection curve, such as... Figure 2 As shown, it includes: S1: Determine the braking curves for the runaway traction phase and coasting phase using the most unfavorable slope.

[0027] The train emergency braking protection curve consists of braking curves for three stages: the runaway traction stage, the coasting stage, and the emergency braking stage. For example... Figure 1As shown, line segments A and B are the braking curves corresponding to the out-of-control traction stage, line segments C and D are the braking curves corresponding to the coasting stage, and line segment E is the braking curve corresponding to the emergency braking stage.

[0028] S2: Determine the braking curve for the emergency braking phase based on the average gradient during the emergency braking phase.

[0029] The average gradient during the emergency braking phase is the average gradient between the starting position and the target position during the emergency braking phase.

[0030] S3: Determine the train's emergency braking protection curve by using the braking curves corresponding to the runaway traction phase, coasting phase, and emergency braking phase.

[0031] Based on steps S1-S3 above, this method divides the complete train emergency braking protection curve into three stages: the runaway traction stage, the coasting stage, and the emergency braking stage, and determines the braking curve for each stage. Step S3 shows that the braking curve is a part of the train emergency braking protection curve. Like the train emergency braking protection curve, the braking curve is also a displacement-velocity curve, where the horizontal axis is displacement and the vertical axis is velocity. The combination of the braking curves for the three stages constitutes the complete train emergency braking protection curve. Step S1 shows that for the first two stages, the runaway traction stage and the coasting stage, this method still uses the most unfavorable gradient principle to determine the braking curve. However, step S2 shows that for the third stage, this method uses the average gradient. The gradient acceleration obtained from the average gradient is smaller than that from the most unfavorable gradient, thus resulting in a smoother braking curve and optimizing the train emergency braking protection curve.

[0032] It should be noted that if only the average gradient is used instead of the most unfavorable gradient as the calculation basis, there are several possible solutions when dividing the train emergency braking protection curve into three stages: the runaway traction stage, the coasting stage, and the emergency braking stage: A. Average slope is used in all three stages; This scheme uses the average gradient to determine the corresponding braking curve for all three stages, resulting in a smooth emergency braking protection curve for the train. However, this scheme lacks sufficient safety. Specifically, if the first two stages actually occur at the most unfavorable gradient, the initial speed of the third stage calculated based on the average gradient will be too low. This leads to the calculated average gradient acceleration of the third stage being larger than the actual value, resulting in an overestimation of the train's emergency braking protection curve, which fails to meet safety requirements.

[0033] B. The first two stages use the most unfavorable slope, and the third stage uses the average slope of the three stages. This scheme is safer than the previous one, but there is a real-world scenario that could lead to safety issues: if, during actual train operation, the first two stages are not at the most unfavorable gradient, but the third stage is entirely at the most unfavorable gradient, then the average gradient of the three stages used in the third stage will be greater than the actual average gradient of the third stage. Consequently, the emergency braking protection curve derived from this will be too high and will not meet safety requirements.

[0034] C. The first two stages use the most unfavorable slope, and the third stage uses the average slope of the third stage (that is, the strategy used in this method). This strategy avoids the safety issues of the two strategies mentioned above. Even in the specific real-world scenarios corresponding to those strategies, it can still ensure that the determined emergency braking protection curve of the train will not be too high, thus meeting the safety redundancy requirements. Furthermore, this strategy uses the average gradient in the third stage, which has a smaller gradient value than the most unfavorable gradient, resulting in a smoother braking curve and thus optimizing the smoothness of the train's emergency braking protection curve.

[0035] Furthermore, strategy C requires the use of the average gradient of the third stage. To determine the average gradient of the third stage, we can first determine the travel distance S of the first two stages; then, based on the travel distance S and the position of the train when it triggers emergency braking, determine the initial position of the third stage; finally, based on the target position of this emergency braking, determine the final position of the third stage. Thus, the average gradient of the third stage can be determined based on the initial and final positions of the third stage.

[0036] Specifically, the travel distance S in the first two stages can be determined using the following first formula: (1); In the formula, S is the travel distance; v is the current speed of the train when it performs emergency braking; t1 and t2 are the durations of the out-of-control traction phase and the coasting phase, respectively; a trac a is the train's maximum traction acceleration; g This is the acceleration due to the slope.

[0037] The average slope can be calculated using the second formula below: (2); In the formula, g is the average gradient during the emergency braking phase; i j I represents the slope of the j-th slope segment. j represents the length of the j-th slope segment; n represents the total number of slope segments for determining the average slope. When the second formula is used to determine the average slope during the emergency braking phase, n is the total number of slope segments included in the emergency braking phase.

[0038] It should also be noted that the possible strategies derived from using the average slope instead of the most unfavorable slope as the calculation benchmark are not limited to the three mentioned above; there are many other situations. For example: using the most unfavorable slope in the first stage and the average slope in the other two stages (which can be further subdivided into three-stage average slope or single-stage average slope); using the average slope in the first stage and the most unfavorable slope in the other two stages; using the average slope only in the second stage, etc. The three situations mentioned above are just some of the more typical cases among many. The third one is the strategy used in this application. The first and second types respectively represent two typical strategies with safety hazards, and the typical scenarios with safety hazards are as described above. Other possible strategies not specifically exemplified also have corresponding safety hazards, and the problems can be similar to the first and second types mentioned above. Please refer to the above embodiments, which will not be repeated here.

[0039] Furthermore, regarding how to determine the braking curve, as can be seen from the above embodiments, this method breaks down the determination of the original train emergency braking protection curve into the determination of braking curves for three stages. Therefore, the specific method for determining the braking curve can be found in the method for determining the train emergency braking protection curve. Specifically, this embodiment also provides a possible implementation scheme, in which the above steps S11 and S12, when determining the braking curves corresponding to the three stages, specifically include: 1) For the uncontrolled traction phase: Take the current speed v of the train when it performs emergency braking as the initial speed of the phase, and determine the phase duration t1 and the traction acceleration a of the train based on the train parameters. trac With traction acceleration a trac With slope acceleration a g The sum of these values ​​is the stage acceleration a1; the corresponding displacement-velocity curve, i.e. the braking curve, is determined based on the initial velocity, stage duration t1, and stage acceleration a1 corresponding to the runaway traction stage.

[0040] 2) For the coasting phase: the initial velocity of the coasting phase is taken as the final velocity of the uncontrolled traction phase. The duration t2 of the coasting phase is determined based on the train parameters, and the gradient acceleration a of the coasting phase is used as the initial velocity. g Let a2 be the stage acceleration; determine the corresponding braking curve based on the initial velocity, stage duration t2, and stage acceleration a2 corresponding to the coasting stage.

[0041] 3) For the emergency braking phase: the initial speed of the coasting phase is taken as the final speed of the coasting phase. The emergency braking acceleration GEBR is determined based on the train parameters. The emergency braking acceleration GEBR is then compared with the gradient acceleration a of the emergency braking phase. gThe sum of these values ​​represents the stage acceleration a3. The corresponding braking curve is determined based on the initial velocity and stage acceleration a3 of the emergency braking stage. Unlike the previous two stages, the emergency braking stage, being the final stage, generally features a final velocity of 0, so its braking curve determination does not depend on the stage duration. However, if necessary, the stage duration of the emergency braking stage can be determined based on the initial velocity and stage acceleration, and does not necessarily have to be based on train parameters.

[0042] In summary, the emergency braking protection curve determination method provided in this application divides the entire emergency braking protection curve into three stages: the runaway traction stage, the coasting stage, and the emergency braking stage. For the first two stages, the most unfavorable gradient principle is still used as the calculation basis. However, for the third stage, the emergency braking stage, the average gradient of the emergency braking stage is used as the calculation basis to determine the corresponding braking curve. The resulting emergency braking protection curve can achieve smoothness optimization while ensuring safety redundancy. This can reduce the extent to which the train's permissible speed is reduced, improve the train's operating efficiency, and solve the problem of poor adaptability to sudden gradient changes. Even with sudden changes in the most unfavorable gradient, the train's passenger comfort can still be guaranteed.

[0043] On the other hand, as explained in the above embodiments, using the average gradient of a single stage as a calculation benchmark to determine the braking curve during the emergency braking phase is key to optimizing the emergency braking protection curve. Determining the average gradient during the emergency braking phase generally requires first determining the travel distances of the first two stages, which can be achieved using the second formula provided in the above embodiments.

[0044] In view of this, this embodiment provides a further implementation scheme based on the above embodiments, such as... Figure 3 As shown, step S2 specifically includes: S2-A1: Determine the travel distance for the runaway traction stage and coasting stage based on the most unfavorable slope, and use this as the first travel distance; and determine the first starting position for the emergency braking stage based on the first travel distance.

[0045] S2-A2: Determine the first average gradient based on the first starting position and the target position during the emergency braking phase.

[0046] S2-A3: Determine the travel distance for the runaway traction phase and coasting phase using zero slope as the second travel distance; and determine the second starting position for the emergency braking phase based on the second travel distance.

[0047] S2-A4: Determine the second average gradient based on the second starting position and the target position during the emergency braking phase.

[0048] S2-A5: Take the smaller value between the first average gradient and the second average gradient as the final average gradient for the emergency braking phase, and determine the braking curve for the emergency braking phase.

[0049] Specifically, steps S2-A1 and S2-A3, which determine the walking distance, can be achieved using the first formula described above, while steps S2-A2 and S2-A4, which determine the average slope, can be achieved using the second formula described above. Furthermore, steps S2-A1 and S2-A2 form a group, aiming to determine the first average slope; steps S2-A3 and S2-A4 form a group, aiming to determine the second average slope. There is no sequential restriction between these two groups of steps. Figure 3 The example shown is only one possible implementation; the two sets of steps can also be executed in parallel to improve efficiency.

[0050] As described above, this embodiment provides a further method for determining the average slope during the emergency braking phase. This embodiment determines two possible travel distances for the first two phases at two extreme points: the most unfavorable slope with the largest slope value and the flat slope with the smallest slope value (0°). This allows for the determination of the range of travel distances for the first two phases, and subsequently, the determination of the average slope for the emergency braking phase corresponding to the two extreme points. By taking the smaller of the two possible average slopes as the final average slope for the emergency braking phase to determine the braking curve, the safety and smoothness of the determined braking curve can be better guaranteed.

[0051] Furthermore, based on the same principles as the above embodiments, this embodiment also provides another optional implementation scheme for step S2. For example... Figure 4 As shown, step S2 specifically includes: S2-B1: Determine the travel distance for the runaway traction phase and coasting phase based on the most unfavorable slope, and use this as the first travel distance; and determine the first average slope for the emergency braking phase based on the first travel distance.

[0052] S2-B2: Determine the first average gradient acceleration during the emergency braking phase based on the first average gradient.

[0053] S2-B3: The travel distance during the runaway traction phase and coasting phase is determined by zero gradient, which is used as the second travel distance; and the second average gradient during the emergency braking phase is determined based on the second travel distance.

[0054] S2-B4: Determine the second average gradient acceleration during the emergency braking phase based on the second average gradient.

[0055] S2-B5: Take the smaller value between the first average gradient acceleration and the second average gradient acceleration as the final average gradient acceleration during the emergency braking phase, and determine the braking curve during the emergency braking phase.

[0056] Comparing this embodiment with steps S2-B1 to S2-B5 provided in the above embodiment, it can be seen that this embodiment mainly changes the object of comparison from average slope to average slope acceleration. Average slope acceleration is a parameter obtained by further calculation of the average slope. The main difference between this embodiment and the previous embodiment is that the object of comparison is moved to a later stage in the entire emergency braking protection curve determination process. The advantage of this embodiment over the previous embodiment is that by placing the comparison later, the parameter selection achieved through comparison can take into account more errors from previous stages, thereby further improving accuracy. The advantage of the previous embodiment is that it has fewer calculation steps and higher overall calculation efficiency. Furthermore, since the difference in calculation steps is only one step of calculating the average slope acceleration based on the average slope, the resulting error is negligible in most practical applications. Therefore, in practical applications, a suitable average slope selection scheme can be selected according to actual needs, and this application does not impose any restrictions on this.

[0057] In the above embodiments, a method for determining an emergency braking protection curve has been described in detail. This application also provides an embodiment corresponding to an emergency braking protection curve determination device. It should be noted that this application describes the device embodiment from two perspectives: one based on functional modules and the other based on hardware.

[0058] From the perspective of functional modules, this embodiment provides an emergency braking protection curve determination device, such as... Figure 5 As shown, it includes: The first curve determination module 11 is used to determine the braking curves for the runaway traction stage and the coasting stage with the most unfavorable gradient; wherein, the train emergency braking protection curve is composed of the braking curves for the three stages of runaway traction stage, coasting stage and emergency braking stage.

[0059] The second curve determination module 12 is used to determine the braking curve of the emergency braking phase based on the average slope of the emergency braking phase; wherein, the average slope of the emergency braking phase is the average slope between the starting position and the target position of the emergency braking phase.

[0060] The protection curve determination module 13 is used to determine the train's emergency braking protection curve by using the braking curves corresponding to the runaway traction stage, coasting stage, and emergency braking stage.

[0061] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0062] Figure 6 A structural diagram of an electronic device provided in another embodiment of this application, such as... Figure 6As shown, an electronic device includes: a memory 20 for storing a computer program; and a processor 21 for executing the computer program to implement the steps of the emergency braking protection curve determination method as described in the above embodiment. The electronic device provided in this embodiment may include, but is not limited to, a train automatic safety system or other devices with processing capabilities in a train.

[0063] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an Artificial Intelligence (AI) processor, which is used to handle computational operations related to machine learning.

[0064] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 20 is used to store at least the following computer program 201, which, after being loaded and executed by the processor 21, is capable of implementing the relevant steps of an emergency braking protection curve determination method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, an emergency braking protection curve determination method.

[0065] In some embodiments, an electronic device may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0066] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on an electronic device and may include more or fewer components than shown.

[0067] An electronic device provided in this application includes a memory and a processor. When the processor executes a program stored in the memory, it can implement the following method: an emergency braking protection curve determination method.

[0068] Finally, this application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiments.

[0069] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0070] The above provides a detailed description of an emergency braking protection curve determination method, apparatus, electronic device, and storage medium provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0071] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for determining an emergency braking protection curve, characterized in that, include: The braking curves for the runaway traction phase and the coasting phase are determined based on the most unfavorable gradient; wherein, the train emergency braking protection curve is composed of the braking curves for the three phases of the runaway traction phase, the coasting phase, and the emergency braking phase. The braking curve for the emergency braking phase is determined based on the average slope of the emergency braking phase; wherein, the average slope of the emergency braking phase is the average slope between the starting position and the target position of the emergency braking phase. The emergency braking protection curve of the train is determined by the braking curves corresponding to the runaway traction phase, the coasting phase, and the emergency braking phase.

2. The method for determining the emergency braking protection curve according to claim 1, characterized in that, The step of determining the braking curve for the emergency braking phase based on the average gradient of the emergency braking phase includes: The travel distances of the runaway traction phase and the coasting phase are determined based on the most unfavorable slope, and are used as the first travel distance; and the first starting position of the emergency braking phase is determined based on the first travel distance; The first average slope is determined based on the first starting position and the target position of the emergency braking phase. The travel distances of the runaway traction phase and the coasting phase are determined with zero slope as the second travel distance; and the second starting position of the emergency braking phase is determined based on the second travel distance. The second average gradient is determined based on the second starting position and the target position of the emergency braking phase. The smaller of the first average slope and the second average slope is taken as the final average slope of the emergency braking phase, and the braking curve of the emergency braking phase is determined.

3. The method for determining the emergency braking protection curve according to claim 1, characterized in that, The step of determining the braking curve for the emergency braking phase based on the average gradient of the emergency braking phase includes: The travel distances of the runaway traction phase and the coasting phase are determined based on the most unfavorable slope, and are used as the first travel distance; and the first average slope of the emergency braking phase is determined based on the first travel distance. The first average gradient is determined based on the first average gradient during the emergency braking phase; The travel distances during the runaway traction phase and the coasting phase are determined using zero slope as the second travel distance; and the second average slope of the emergency braking phase is determined based on the second travel distance. The second average gradient is used to determine the second average gradient acceleration during the emergency braking phase. The smaller value between the first average gradient acceleration and the second average gradient acceleration is taken as the final average gradient acceleration during the emergency braking phase, and the braking curve for the emergency braking phase is determined.

4. The method for determining the emergency braking protection curve according to claim 1, characterized in that, The determination of the braking curve includes: For the uncontrolled traction phase: the current speed of the train when it performs emergency braking is taken as the initial speed of the phase; the phase duration and traction acceleration of the train are determined according to the train parameters; the sum of the traction acceleration and the gradient acceleration is taken as the phase acceleration; the corresponding braking curve is determined according to the initial speed, phase duration and phase acceleration of the uncontrolled traction phase. For the coasting phase: the initial speed of the coasting phase is the final speed of the uncontrolled traction phase; the duration of the coasting phase is determined according to the train parameters; and the gradient acceleration of the coasting phase is the phase acceleration. The corresponding braking curve is determined according to the initial speed, duration, and acceleration of the coasting phase. For the emergency braking phase: the initial speed of the coasting phase is taken as the final speed of the coasting phase; the emergency braking acceleration is determined according to the train parameters; the sum of the emergency braking acceleration and the gradient acceleration of the emergency braking phase is taken as the phase acceleration; the corresponding braking curve is determined according to the initial speed and phase acceleration of the emergency braking phase.

5. The method for determining the emergency braking protection curve according to claim 2 or 3, characterized in that, Determining the travel distance during the runaway traction phase and the coasting phase includes: The travel distances during the runaway traction phase and the coasting phase are determined according to the first formula; The first formula is: ； In the formula, S is the travel distance; v is the current speed of the train when it performs emergency braking; t1 and t2 are the durations of the runaway traction phase and the coasting phase, respectively; a trac a is the train's maximum traction acceleration; g This is the acceleration due to the slope.

6. The method for determining the emergency braking protection curve according to claim 2 or 3, characterized in that, Determining the average gradient during the emergency braking phase includes: The average gradient during the emergency braking phase is determined according to the second formula; The second formula is: ； In the formula, g is the average slope during the emergency braking phase; i j I represents the slope of the j-th slope segment. j The length of the j-th slope segment is represented by ; n represents the total number of slope segments with a defined average slope.

7. An emergency braking protection curve determination device, characterized in that, include: The first curve determination module is used to determine the braking curves for the runaway traction stage and the coasting stage with the most unfavorable gradient; wherein, the train emergency braking protection curve is composed of the braking curves for the three stages of the runaway traction stage, the coasting stage and the emergency braking stage. The second curve determination module is used to determine the braking curve of the emergency braking phase based on the average slope of the emergency braking phase; wherein the average slope of the emergency braking phase is the average slope between the starting position and the target position of the emergency braking phase. The protection curve determination module is used to determine the train's emergency braking protection curve through the braking curves corresponding to the runaway traction phase, the coasting phase, and the emergency braking phase.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the emergency braking protection curve determination method as described in any one of claims 1 to 6.

9. The electronic device according to claim 8, characterized in that, The electronic device is a train automatic protection system.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the emergency braking protection curve determination method as described in any one of claims 1 to 6.

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