Method and device for controlling air brake force of a vehicle

Abstract

The application provides a control method and device for air braking force of a vehicle, comprising: obtaining an initial pressure reduction increment P* of the vehicle in a current state according to a mapping relationship between an influencing factor of the air braking force and the initial pressure reduction increment, wherein the mapping relationship is obtained through model training after collecting multiple groups of influencing factors and calculating the initial pressure reduction increment corresponding to each group of influencing factors; adding the initial pressure reduction increment P* of the vehicle in the current state and a planned initial pressure reduction P of the vehicle to obtain an initial pressure reduction P of the vehicle out , applying the air braking force to the vehicle; and calculating a theoretical value F a of the air braking force of the vehicle in the current state and an actual value F a of the air braking force of the vehicle in the current state, and adjusting the pressure reduction according to a numerical relationship between the theoretical value F a of the air braking force and the actual value F a of the air braking force.

Description

Technical Field

[0001] The present invention relates to the field of vehicle driving control, and in particular to the control of vehicle air braking force. Background Art

[0002] When a train is running on a long downhill slope and the electric braking force cannot meet the speed control requirements, it must use recirculating air braking for speed control. When planning the recirculating air braking speed control curve for intelligent driving, speed control detection is generally performed based on a fixed decompression amount.

[0003] However, due to the many factors that affect the size of the air braking force and the strong nonlinearity, the braking force is difficult to accurately estimate, resulting in large errors in intelligent driving curve following control and often causing inaccurate control following problems.

[0004] In order to overcome the above-mentioned defects of the prior art, the field urgently needs a method and device for controlling the air braking force of a vehicle. By obtaining the mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment, a relatively accurate initial decompression amount is set to achieve precise control of the air braking force and provide a basis for intelligent driving curve planning. Summary of the Invention

[0005] The following is a brief summary of one or more aspects to provide a basic understanding of these aspects. This summary is not an exhaustive overview of all conceivable aspects and is neither intended to identify key or critical elements of all aspects nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that will be provided later.

[0006] In order to overcome the above-mentioned defects of the prior art, the present invention provides a method for controlling the air braking force of a vehicle, comprising: obtaining an initial decompression increment P* of the vehicle in the current state according to a mapping relationship between an influencing factor of the air braking force and an initial decompression increment, wherein the mapping relationship is obtained by collecting multiple groups of influencing factors and calculating the initial decompression increment corresponding to each group of influencing factors and then training the model; adding the initial decompression increment P* in the current state to the planned initial decompression amount P of the vehicle to obtain the initial decompression amount P of the vehicle. out To apply air braking force to the vehicle; and calculate the current theoretical value of the vehicle's air braking force F a and the actual value of the air brake force F a ', according to the theoretical value of air braking force F a and the actual value of the air brake force F a 'The numerical relationship between them adjusts the decompression amount.

[0007] In one embodiment, preferably, the model training includes: calculating the average actual value of the air braking force corresponding to the influencing factors of each group of air braking force based on a group of first air braking parameters and a second air braking parameter corresponding to the influencing factors of the air braking force and the average theoretical value of air braking force According to the average theoretical value of air braking force and the average actual value of the air brake force Calculating the initial decompression increment P' corresponding to the group of air braking force influencing factors; and determining the mapping relationship between the air braking force influencing factors and the initial decompression increment through model training based on multiple groups of air braking force influencing factors and the initial decompression increment corresponding to each group of air braking force influencing factors.

[0008] In one embodiment, preferably, the first air brake parameter includes the train traction / electric braking force F in each application cycle. e , vehicle mass M, vehicle acceleration a, basic resistance F b , slope resistance F s , cornering resistance F c And the number of cycles N of air brake application; the average actual value of air brake force Calculated by the following formula:

[0009]

[0010] In one embodiment, preferably, the second air brake parameter also includes the vehicle speed v, the brake shoe pressure b per hundred tons, the number of towed freight vehicles n, the planned initial decompression amount P, the total mass M of the vehicle, and the brake shoe type μ in each application cycle; the theoretical value of the air brake force F a Calculated according to the train standard specification, that is,

[0011] F a =f(v,b,n,P,M,μ);

[0012] Average theoretical value of air braking force

[0013] In one embodiment, preferably, the initial decompression increment P' corresponding to the group of air braking force influencing factors is calculated according to the formula:

[0014]

[0015] Wherein, η is the proportional coefficient obtained by the fitting method.

[0016] In one embodiment, preferably, the current theoretical value of the vehicle's air braking force F is calculated. a and the actual value of the air brake force F a 'According to the following formula:

[0017] F a ′=F e -Ma-(F b +F s +F c )

[0018] Among them, F e is the current train traction / electric braking force, M is the mass of the vehicle, a is the acceleration of the vehicle, F b is the current basic resistance, F s is the current slope resistance, F c is the current curve resistance;

[0019] F a =f(v,b,n,P,M,μ)

[0020] Among them, f is the calculation method specified in the train standard specification, v is the current speed of the vehicle, b is the current brake shoe pressure per 100 tons, n is the number of freight cars currently towed, P is the planned initial decompression amount, M is the total mass of the current vehicle, and μ is the current brake shoe type.

[0021] In one embodiment, preferably, according to the theoretical value of the air braking force F a and the actual value of the air brake force F a 'The numerical relationship between the adjustment of the decompression amount includes: calculating the actual value of the air braking force F a 'Filter value In response to the theoretical value of the air brake force F a and the actual value of the air brake force F a 'Filter value The difference between the two is greater than the preset threshold value α and the holding time is greater than the preset time threshold t1, plus the decompression amount increment Δ; in response to the theoretical value of the air braking force F a and the actual value of the air brake force F a 'Filter value If the difference between them is less than zero, the current decompression amount remains unchanged.

[0022] In one embodiment, preferably, the actual value of the air braking force F is calculated a 'Filter value

[0023]

[0024] Among them, Δt is the filter window size.

[0025] In one embodiment, preferably, the decompression increment Δ is calculated according to the following formula:

[0026]

[0027] Among them, η is the proportional coefficient obtained by fitting method, F a is the current theoretical value of the air braking force, is the actual value of the air braking force F a 'Filter value.

[0028] Another aspect of the present invention provides a vehicle air brake force control device, comprising: a memory; and a processor coupled to the memory, wherein the processor is configured to execute any one of the above air brake force control methods.

[0029] The present invention also provides a computer storage medium having a computer program stored thereon, wherein the computer program is characterized in that when the computer program is executed by a processor, any of the above-mentioned air braking force control methods is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above features and advantages of the present invention will be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or characteristics may have the same or similar reference numerals.

[0031] Figure 1 is a schematic diagram illustrating the working principle of a train air brake system according to an embodiment;

[0032] Figure 2 is a flow chart of a method for controlling air braking force according to one aspect of the present invention;

[0033] Figure 3 1 is a flow chart illustrating a method for obtaining a mapping relationship between an influencing factor of air braking force and an initial decompression amount increment through model training according to an embodiment of the present invention;

[0034] Figure 4 is a flow chart of a method for controlling the initial decompression amount according to an embodiment of the present invention;

[0035] Figure 5 is a flow chart of a method for increasing the pressure reduction according to one embodiment of the present invention; and

[0036] Figure 6 FIG2 is a schematic structural diagram of an air brake force control device according to another aspect of the present invention. DETAILED DESCRIPTION

[0037] The following describes the embodiments of the present invention using specific embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. While the present invention will be described in conjunction with preferred embodiments, this does not necessarily mean that the invention is limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with the embodiments is to cover other possible options or modifications based on the claims of the present invention.

[0038] In order to provide a deeper understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the key points of the present invention, some specific details will be omitted in the description.

[0039] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0040] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood to refer to the orientations depicted in that section and the accompanying drawings. These relative terms are used solely for convenience of description and do not necessarily imply that the devices described herein must be manufactured or operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0041] It will be understood that although the terms "first," "second," "third," etc. may be used herein to describe various components, regions, layers, and / or portions, these components, regions, layers, and / or portions should not be limited by these terms, and these terms are merely used to distinguish different components, regions, layers, and / or portions. Thus, a first component, region, layer, and / or portion discussed below may be referred to as a second component, region, layer, and / or portion without departing from some embodiments of the present invention.

[0042] Figure 1 FIG2 is a schematic diagram illustrating the working principle of a train air brake system according to an embodiment.

[0043] like Figure 1 As shown in the figure, the train's air brake system includes air piping and a brake system, primarily consisting of an air supply system, a brake system, and other pneumatic auxiliary devices. The train's brake main line runs along the length of the train, delivering pressurized air and controlling the brake system of each car.

[0044] Please combine Figure 1 The conventional control method for air brakes in intelligent driving trains follows this process: the intelligent driving system (ATO) outputs the train pipe pressure reduction target value to the brake system (BCU). The BCU then controls the equalizing air cylinder to discharge the compressed air in the train pipe to the atmosphere until the pressure reaches the set value and then maintains the pressure. During this process, the train pipe pressure gradually decreases. The air pressure in the auxiliary air cylinder exceeds that in the train pipe. The resulting pressure differential pushes the main piston of the three-way valve, allowing the compressed air in the auxiliary air cylinder to enter the brake cylinder. The piston assembly in the brake cylinder moves in response to the pressure change within the cylinder. The thrust generated by this force is multiplied several times by the basic brake assembly and evenly transmitted to each brake shoe, causing them to press against the wheel and produce a braking effect.

[0045] Since there are many factors that affect the size of air braking force and it is highly nonlinear, the braking force is difficult to estimate accurately. Existing technologies often use a fixed decompression amount for air brake detection, which often leads to large errors in intelligent driving curve following control and often causes inaccurate control following problems.

[0046] In response to the above-mentioned defects in the prior art, the present invention proposes a method for controlling the air braking force of a vehicle. By obtaining the mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment, a relatively accurate initial decompression amount is set to achieve precise control of the air braking force and provide a basis for intelligent driving curve planning.

[0047] Figure 2 FIG. 1 is a flow chart of a method for controlling air braking force according to one aspect of the present invention.

[0048] like Figure 2 As shown, the air braking force control method 200 provided by the present invention includes:

[0049] Step 201: Obtain the initial decompression increment P* of the vehicle in the current state based on the mapping relationship between the influencing factors of the air braking force and the initial decompression increment. The mapping relationship is obtained by collecting multiple groups of influencing factors and calculating the initial decompression increment corresponding to each group of influencing factors, and then training the model.

[0050] First, when planning the air brake target speed curve according to the intelligent driving planning algorithm, based on the factors affecting air braking, a mapping between the influencing factors of air braking force and the initial decompression increment P′ is established through big data analysis or the establishment of fuzzy rules:

[0051] P′=[f(x1,x2,,…x n )]

[0052] Among them, x irepresents the i-th factor affecting air braking, n is the number of factors affecting the selected air braking force, [] represents rounding the calculated results, and the value range of P' is 0≤P'≤P max , P max It is the maximum set decompression increment during the common air brake speed control process.

[0053] Factors influencing the air braking force include but are not limited to the last air brake release time, actual train pipe pressure, train pipe set pressure, brake shoe friction coefficient, etc.

[0054] Through analysis of field experimental data samples, the value of the influencing factor of a certain air braking force is extracted offline from the data sample as input, and the output is the decompression increment calculated based on the same air braking process. Both the input and output are data extracted or calculated during the same air braking process. Among them, the input part can be directly extracted from the data, but the decompression increment of the output part needs to be further calculated, and then trained using methods such as neural networks to obtain the mapping relationship between input and output.

[0055] Figure 3 FIG. 3 is a schematic diagram of a method flow 300 for obtaining a mapping relationship between an influencing factor of air braking force and an initial decompression amount increment through model training according to an embodiment of the present invention.

[0056] like Figure 3 As shown, the method flow 300 for establishing a mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment includes:

[0057] Step 301: Calculate the average actual value of the air braking force corresponding to each group of air braking force influencing factors based on a group of first air braking parameters and a second air braking parameter corresponding to each group of air braking force influencing factors. and the average theoretical value of air braking force

[0058] In one embodiment, the first air brake parameter includes the train traction / electric braking force F in each application cycle. e , vehicle mass M, vehicle acceleration a, basic resistance F b , slope resistance F s , cornering resistance F c and the number of cycles N during which the air brake is applied;

[0059] Average actual value of air brake force Calculated by the following formula:

[0060]

[0061] In the above formula, the number N of cycles during which the air brake is applied is used to perform an average calculation to obtain a more accurate calculation result of the average actual value of the air brake force.

[0062] In one embodiment, the second air brake parameters further include the vehicle speed v, brake shoe pressure b per hundred tons, the number of towed freight vehicles n, the planned initial decompression amount P, the total mass M of the vehicle, the brake shoe type μ, and the number of air brake application cycles N in each application cycle;

[0063] Theoretical value of air braking force F a Calculated according to the train standard specification, that is,

[0064] F a =f(v,b,n,P,M,μ);

[0065] Average theoretical value of air braking force

[0066] Since the theoretical value of the air braking force is a variable during the entire air brake application process, in order to more accurately calculate the average deviation between the theoretical value and the actual value during the entire air brake application process, the calculation results are also averaged using the number of air brake application cycles N.

[0067] In one embodiment, the train standard specification is TB / T1407-1998 "Train Traction Calculation Procedure".

[0068] Please come back Figure 3 The method flow 300 for establishing a mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment further includes:

[0069] Step 302: According to the average theoretical value of the air braking force and the average actual value of the air brake force Calculate the initial decompression increment P' corresponding to the group of air braking force influence factors.

[0070] In one embodiment, the initial decompression increment P' corresponding to the set of air braking force influencing factors is calculated according to the formula:

[0071]

[0072] Wherein, η is the proportional coefficient obtained by the fitting method.

[0073] Please refer to Figure 3 The method flow 300 for establishing a mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment further includes:

[0074] Step 303: Determine a mapping relationship between the air braking force influencing factors and the initial decompression amount increment through model training according to the multiple groups of air braking force influencing factors and the initial decompression amount increment corresponding to each group of air braking force influencing factors.

[0075] In one embodiment, analysis is performed through data samples of big data, and the impact factor value of a certain air braking force is extracted offline from the data sample. Model training is then performed through methods such as neural networks or SVM support vector machines to obtain a mapping relationship between the impact factor of the air braking force and the initial decompression amount increment.

[0076] It is understandable that the specific mathematical means for implementing model training herein are merely illustrative and are not intended to limit the scope of protection of the present invention.

[0077] Please return Figure 2 The air braking force control method 200 provided by the present invention further includes:

[0078] Step 202: Add the initial decompression increment P* in the current state to the planned initial decompression P of the vehicle to obtain the initial decompression P of the vehicle. out To apply air braking force to the vehicle, namely:

[0079] P out =P+P*

[0080] Wherein, P is the planned initial decompression amount of the vehicle, and P* is the initial decompression amount increment of the vehicle in the current state obtained according to the mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment obtained by the above method.

[0081] The air braking force control method 200 provided by the present invention further includes:

[0082] Step 203: Calculate the current theoretical value of the vehicle's air braking force F a and the actual value of the air brake force F a ', according to the theoretical value of air braking force F a and the actual value of the air brake force F a 'The numerical relationship between them adjusts the decompression amount.

[0083] In one embodiment, the current theoretical value of the vehicle's air braking force F is calculated. a and the actual value of the air brake force F a 'According to the following formula:

[0084] F a ′=F e -Ma-(F b +F s +F c )

[0085] Among them, F e is the current train traction / electric braking force, M is the mass of the vehicle, a is the acceleration of the vehicle, F b is the current basic resistance, F s is the current slope resistance, F c is the current curve resistance;

[0086] F a =f(v,b,n,P,M,μ)

[0087] Among them, f is the calculation method specified in the train standard specification, v is the current speed of the vehicle, b is the current brake shoe pressure per 100 tons, n is the number of freight cars currently towed, P is the planned initial decompression amount, M is the total mass of the current vehicle, and μ is the current brake shoe type.

[0088] According to the theoretical value of air braking force F a and the actual value of the air brake force F a 'The numerical relationship between the adjustment of decompression volume includes:

[0089] Calculate the actual value of the air brake force F a 'Filter value

[0090] In response to the theoretical value of the air brake force F a and the actual value of the air brake force F a 'Filter value The difference between them is greater than the preset threshold α and the holding time is greater than the preset time threshold t1, plus the decompression amount increment Δ;

[0091] In response to the theoretical value of the air brake force F a and the actual value of the air brake force F a 'Filter value If the difference between them is less than zero, the current decompression amount remains unchanged.

[0092] In one embodiment, the actual value of the air braking force F is calculated. a 'Filter value

[0093]

[0094] Among them, Δt is the filter window size.

[0095] Since the actual value of the air brake force is differentiated when calculating the acceleration, the differential calculation process introduces noise into the result of the actual air brake force. Therefore, window filtering is required when calculating the actual value of the air brake force to reduce the impact of noise on the calculation result.

[0096] In one embodiment, the decompression increment Δ is calculated according to the following formula:

[0097]

[0098] Among them, η is the proportional coefficient obtained by fitting method, F a is the current theoretical value of the air braking force, is the actual value of the air braking force F a 'Filter value.

[0099] Figure 4 FIG. 4 is a flow chart of a method for controlling an initial decompression amount according to an embodiment of the present invention.

[0100] like Figure 4 As shown, in one embodiment, the air braking force control method provided by the present invention first executes step 401 when air braking is triggered: determine whether the current cycle is a non-air braking cycle and whether the next cycle is an air braking cycle. If so, execute step 402: determine the decompression increment based on the air braking force influencing factor and the mapping relationship between the air braking force influencing factor obtained according to the above method and the initial decompression increment, and add the planned initial decompression amount of the vehicle, and finally execute step 403: output the final decompression amount of the vehicle as the control basis for air braking.

[0101] Figure 5 FIG. 4 is a flow chart of a method for increasing the pressure reduction according to an embodiment of the present invention.

[0102] like Figure 5 As shown, in one embodiment, step 501 is first executed: determining whether to perform air braking; in response to triggering the air braking, step 502 is executed: calculating the actual air braking force according to the above method; and step 503 is executed: filtering the actual air braking force; and then step 504 is executed: determining whether the application time is greater than a preset threshold; in response to the time for applying the air braking force being greater than the preset threshold, step 505 is executed: calculating the difference between the actual value and the theoretical value of the air braking force.

[0103] Step 506 is then executed to determine whether the difference is greater than a set threshold. If so, step 507 is executed to determine whether the duration is greater than a set time threshold. If so, step 508 is executed to output a decompression increment, thereby adjusting the decompression to an appropriate value in real time. This additional decompression control during air braking avoids the problem of inaccurate train speed control caused by an initial decompression estimation error.

[0104] The air braking force control method provided by the present invention realizes adaptive adjustment of the initial decompression amount by establishing a mapping relationship between the influencing factor of the air braking force and the initial decompression amount increment through a model. The air braking force can be adjusted according to actual conditions to more accurately follow the target curve of the vehicle.

[0105] At the same time, by further controlling the additional decompression amount, the problem of inaccurate train speed control caused by an error in the initial decompression amount estimation is avoided. The air braking force of the vehicle is estimated and controlled more accurately, and the online control of the air braking force of the intelligent driving vehicle is realized, thereby ensuring the driving safety of the train.

[0106] Although the above methods are illustrated and described as a series of acts for simplicity of explanation, it is to be understood and appreciated that these methods are not limited by the order of the acts, as some acts may occur in a different order and / or concurrently with other acts from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art according to one or more embodiments.

[0107] Figure 6 FIG2 is a schematic structural diagram of an air brake force control device according to another aspect of the present invention.

[0108] like Figure 6 As shown, another aspect of the present invention provides a vehicle air brake force control device 600, comprising: a memory 601; and a processor 602 coupled to the memory 601, the processor 602 being configured to execute any of the above-mentioned air brake force control methods.

[0109] The present invention also provides an embodiment of a computer-readable medium.

[0110] The computer storage medium stores a computer program which, when executed by a processor, can implement the steps of any of the above-mentioned air brake force control methods.

[0111] Those skilled in the art will appreciate that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips cited throughout the foregoing description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

[0112] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithmic steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps are generally described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. A skilled person may implement the described functionality in different ways for each specific application, but such implementation decisions should not be interpreted as resulting in a departure from the scope of the present invention.

[0113] The processors described in this case can be implemented using electronic hardware, computer software, or any combination thereof. Whether such processors are implemented as hardware or software will depend on the specific application and the overall design constraints imposed on the system.

[0114] As an example, the processor, any portion of a processor, or any combination of processors presented in this disclosure may be implemented with a microprocessor, a microcontroller, a digital signal processor (DSP), a field programmable gate array (FPGA), a programmable logic device (PLD), a state machine, gating logic, discrete hardware circuits, and other suitable processing components configured to perform the various functions described throughout this disclosure. The functionality of the processor, any portion of a processor, or any combination of processors presented in this disclosure may be implemented with software executed by a microprocessor, microcontroller, DSP, or other suitable platform.

[0115] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor so that the processor can read and write information from / to the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside in a user terminal as discrete components.

[0116] In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted via a computer-readable medium as one or more instructions or code. Computer-readable media includes both computer storage media and communication media, including any medium that facilitates transfer of a computer program from one place to another.

[0117] Storage media can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is also properly referred to as a computer-readable medium.

[0118] For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included within the definition of medium. Disk and disc, as used herein, include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk, and Blu-ray disc, where disks typically reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above are also included within the scope of computer-readable media.

[0119] The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling air braking force of a vehicle, comprising: Obtaining an initial decompression increment P* of the vehicle in a current state based on a mapping relationship between an influencing factor of the air braking force and an initial decompression increment, wherein the mapping relationship is obtained by collecting multiple groups of influencing factors, calculating the initial decompression increment corresponding to each group of influencing factors, and then training the model; The initial decompression amount P of the vehicle is obtained by adding the initial decompression amount increment P* under the current state to the planned initial decompression amount P of the vehicle. out to apply air braking force to the vehicle; as well as Calculate the current theoretical value of the vehicle's air brake force F a and the actual value of the air brake force F a ', according to the theoretical value of air braking force F a and the actual value of the air braking force F a 'The numerical relationship between them adjusts the decompression amount; The model training includes: Based on a group of first air brake parameters and a second air brake parameter corresponding to each group of air brake force influencing factors, an average actual value of the air brake force corresponding to the group of air brake force influencing factors is calculated respectively. and the average theoretical value of the air braking force F a ; According to the average theoretical value of the air braking force and the average actual value of the air brake force Calculating the initial decompression amount increment P' corresponding to the group of influencing factors of the air braking force; and The mapping relationship between the air braking force influencing factors and the initial decompression amount increment corresponding to each group of air braking force influencing factors is determined through model training.

2. The control method according to claim 1, wherein: The first air brake parameter includes the train traction / electric braking force F in each application cycle e , the mass M of the vehicle, the acceleration a of the vehicle, the basic resistance F b , slope resistance F s , cornering resistance F c and the number of cycles N during which the air brake is applied; The average actual value of the air braking force Calculated by the following formula:

3. The control method according to claim 1, wherein: The second air brake parameters also include the speed v of the vehicle in each application cycle, the brake shoe pressure b per hundred tons, the number of towed freight vehicles n, the planned initial decompression amount P, the total mass M of the vehicle, the brake shoe type μ, and the number of air brake application cycles N; Theoretical value of air braking force F a Calculated according to the train standard specification, that is, F a =f(v,b,n,P,M,μ); The average theoretical value of the air braking force 4. The control method according to claim 1, wherein: The initial decompression increment P' corresponding to the group of influencing factors of the air braking force is calculated according to the formula: Wherein, η is the proportional coefficient obtained by the fitting method.

5. The control method according to claim 1, wherein: Calculating the current theoretical value F of the vehicle's air braking force a and the actual value of the air brake force F a 'According to the following formula: F a ′=F e -Ma-(F b +F s +F c ) Among them, F e is the current train traction / electric braking force, M is the mass of the vehicle, a is the acceleration of the vehicle, F b is the current basic resistance, F s is the current slope resistance, F c is the current curve resistance; F a =f(v,b,n,P,M,μ) Among them, f is the calculation method specified in the train standard specification, v is the current speed of the vehicle, b is the current brake shoe pressure of 100 tons, n is the number of freight cars currently towed, P is the planned initial decompression amount, M is the total mass of the current vehicle, and μ is the current brake shoe type.

6. The control method according to claim 1, wherein: According to the theoretical value of the air braking force F a and the actual value of the air braking force F a 'The numerical relationship between the adjustment of decompression volume includes: Calculate the actual value of the air braking force F a 'Filter value In response to the air brake force theoretical value F a and the actual value of the air braking force F a 'Filter value The difference between them is greater than the preset threshold α and the holding time is greater than the preset time threshold t1, plus the decompression amount increment Δ; In response to the air brake force theoretical value F a and the actual value of the air braking force F a 'Filter value If the difference between them is less than zero, the current decompression amount remains unchanged.

7. The control method according to claim 6, wherein: The calculation of the actual value of the air braking force F a 'Filter value Among them, Δt is the filter window size.

8. The control method according to claim 6, wherein: The decompression increment Δ is calculated according to the following formula: in, η is the proportional coefficient obtained by fitting method, F a is the current theoretical value of the air braking force, is the actual value of the air braking force F a 'The filtered value.

9. A vehicle air brake force control device, comprising: Memory; as well as A processor coupled to the memory, wherein the processor is configured to execute the air brake force control method according to any one of claims 1 to 8.

10. A computer storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the air brake force control method according to any one of claims 1 to 8 is implemented.

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