Train emergency braking control method and electronic device installed on a train

Abstract

The present invention relates to a method for controlling emergency braking of a train and an electronic device installed on the train, and pertains to the technical field of urban rail transit. The present invention includes: after detecting an obstacle in front of the train, determining the distance between the safe position of the train and the obstacle in front of the train; determining the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train, and determining the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train; determining the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train according to the objective function relationship and the distance; and performing emergency braking control according to the emergency braking trigger speed corresponding to the current emergency braking acceleration data of the train. Since the present invention proposes a method for obtaining the emergency braking trigger speed through the functional relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit, and particularly to a train emergency braking control method and an electronic device installed on a train. Background Art

[0002] In the field of urban rail transit, the ATP (Automatic Train Protection) subsystem monitors the current speed of the protected train and the line conditions ahead in real time. When there is an obstacle ahead of the train, it is necessary to calculate the emergency braking trigger speed. If the current train speed is greater than or equal to the emergency braking trigger speed, to ensure the safety of train operation, the ATP issues an emergency braking command, and the train braking system implements emergency braking.

[0003] In summary, solving the emergency braking trigger speed is an important parameter for the train to drive safely when encountering an obstacle ahead. Summary of the Invention

[0004] The present invention provides a train emergency braking control method and an electronic device installed on a train. Through the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train, a method for obtaining the emergency braking trigger speed is proposed, thereby realizing train emergency braking control.

[0005] In a first aspect, a train emergency braking control method provided by an embodiment of the present invention includes:

[0006] After detecting an obstacle ahead of the train, determining the distance between the safe position of the train and the obstacle ahead of the train;

[0007] According to the current operation data of the train, determining the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train, and determining the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train; wherein, the prediction area is the area enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train;

[0008] According to the objective function relationship and the distance, determining the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train;

[0009] According to the emergency braking trigger speed corresponding to the current emergency acceleration data of the train, performing emergency braking control.

[0010] The above method proposes a way to obtain the emergency braking trigger speed. After detecting an obstacle in front of the train, it can determine the distance between the safe position of the train and the obstacle in front of the train, and based on the current running data of the train, determine the emergency braking acceleration prediction data for each braking stage, and determine the objective function relationship among the emergency braking acceleration prediction data, the predicted area, and the emergency braking trigger speed of the train. Since the value of the predicted area is the distance between the safe position of the train and the obstacle in front of the train, according to the objective function relationship and the current emergency braking acceleration prediction data of the train, the emergency braking trigger speed can be determined to achieve the emergency braking control of the train.

[0011] In a possible implementation, the emergency braking acceleration prediction data includes: the acceleration in the traction cut-off delay stage, the acceleration in the coasting stage, and the acceleration in the emergency braking implementation stage.

[0012] Based on the current running data of the train, determine the current emergency braking acceleration prediction data for multiple braking stages during the emergency braking process of the train, including:

[0013] Based on the driving section between the safe position of the train and the obstacle in front of the train, determine the reference acceleration of the train.

[0014] Take the sum of the reference acceleration of the train and the current acceleration of the train as the acceleration in the traction cut-off delay stage.

[0015] Take the reference acceleration of the train as the acceleration in the coasting stage.

[0016] Take the sum of the preset braking force acceleration value and the reference acceleration of the train as the acceleration in the emergency braking implementation stage.

[0017] The above method can determine the acceleration of each stage according to the section that the train needs to travel, so as to determine the acceleration according to the actual situation, improving the accuracy of the determined acceleration.

[0018] In a possible implementation, based on the driving section between the safe position of the train and the obstacle in front of the train, determining the reference acceleration of the train includes:

[0019] If the driving section between the safe position of the train and the obstacle in front of the train does not include a slope section, determine the reference acceleration of the train to be zero;

[0020] If the driving section between the safe position of the train and the obstacle in front of the train includes a slope section, determine the acceleration corresponding to the target slope section between the safe position of the train and the obstacle in front of the train according to the corresponding relationship between the slope section and the acceleration of the train traveling on the slope section, and take it as the reference acceleration of the train;

[0021] Among them, if the slope section between the train safety position and the obstacle in front of the train only includes an uphill section, then the uphill section with the smallest slope between the train safety position and the obstacle in front of the train is used as the target slope section;

[0022] If the slope section between the train safety position and the obstacle in front of the train includes an uphill section and a downhill section, or the slope section only includes a downhill section, then the downhill section with the largest slope between the train safety position and the obstacle in front of the train is used as the target slope section.

[0023] The above method can determine the reference acceleration according to the magnitude of the slope between trains, improving the accuracy of the determined acceleration.

[0024] In a possible implementation manner, according to the current operation data of the train, determining the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train, including:

[0025] If the current operation data of the train satisfies Condition 1, then the function relationship corresponding to Condition 1 is used as the objective function relationship; where Condition 1 is that the train is currently in an accelerating state, and the sum of the first speed difference and the second speed difference is not less than zero, the first speed difference is the speed difference in the traction cut-off delay stage; the second speed difference is the speed difference in the coasting stage; or

[0026] If the current operation data of the train satisfies Condition 2, then the function relationship corresponding to Condition 2 is used as the objective function relationship; where Condition 2 is that the train is currently in an accelerating state or a constant-speed state, and the sum of the first speed difference and the second speed difference is less than zero; or

[0027] If the current operation data of the train satisfies Condition 3, then the function relationship corresponding to Condition 3 is used as the objective function relationship; where Condition 3 is that the train is currently in a decelerating state.

[0028] The above method can use different function relationships as the objective function relationship through different current operation data of the train, improving the accuracy rate of determining the function relationship.

[0029] In a possible implementation manner, the train safety position is determined in the following way:

[0030] According to the current speed of the train, the speed at the end of the previous period, and the period time, determine the walking distance in the current period, and according to the walking distance in the current period and the walking distances of all periods from when the train passed the previous transponder to the current period, determine the target distance traveled by the train from when it passed the previous transponder to when an obstacle in front of the train is detected;

[0031] Determine the current confidence position of the train based on the target distance and the confidence position of the train when it passed the previous transponder.

[0032] Determine the confidence position of the train according to a preset error coefficient and the target distance.

[0033] Determine the safe position of the train when an obstacle in front of the train is detected based on the current confidence position of the train and the maximum travel error of the train.

[0034] The above method can determine the maximum travel error of the train through the preset error coefficient and the target distance traveled by the train from passing the previous transponder to detecting an obstacle in front of the train, and determine the safe position of the train based on the confidence position of the train and the maximum travel error of the train, which can improve the safety of the train during emergency braking.

[0035] In a second aspect, an electronic device installed on a train provided by an embodiment of the present invention includes: a processor and a detector;

[0036] The detector is used to detect whether there is an obstacle in front of the train;

[0037] The processor is used to determine the distance between the safe position of the train and the obstacle in front of the train after the detector detects an obstacle in front of the train;

[0038] According to the current operating data of the train, determine the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train, and determine the objective function relationship between the emergency braking acceleration prediction data, the prediction area and the emergency braking trigger speed of the train; wherein, the prediction area is the area enclosed by the speed curve, the speed coordinate axis and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train;

[0039] According to the objective function relationship and the distance, determine the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train;

[0040] Perform emergency braking control according to the emergency braking trigger speed corresponding to the current emergency acceleration data of the train.

[0041] In a possible implementation manner, wherein the emergency braking acceleration prediction data includes: the acceleration during the traction cut-off delay stage, the acceleration during the coasting stage, and the acceleration during the emergency braking implementation stage;

[0042] The processor is specifically used for:

[0043] Determine the reference acceleration of the train according to the driving section between the safe position of the train and the obstacle in front of the train;

[0044] Use the sum of the reference acceleration of the train and the current acceleration of the train as the acceleration during the traction cut-off delay stage;

[0045] Use the reference acceleration of the train as the acceleration during the coasting stage;

[0046] Use the sum of the preset braking acceleration value and the reference acceleration of the train as the acceleration during the emergency braking implementation stage.

[0047] In a possible implementation manner, the processor is specifically configured to:

[0048] If the driving section between the train safety position and the obstacle in front of the train does not include a slope section, determine that the reference acceleration of the train is zero;

[0049] If the driving section between the train safety position and the obstacle in front of the train includes a slope section, determine the acceleration corresponding to the target slope section between the train safety position and the obstacle in front of the train according to the corresponding relationship between the slope section and the acceleration of the train driving on the slope section, and use it as the reference acceleration of the train;

[0050] Wherein, if the slope section between the train safety position and the obstacle in front of the train only includes an uphill section, use the uphill section with the smallest slope between the train safety position and the obstacle in front of the train as the target slope section;

[0051] If the slope section between the train safety position and the obstacle in front of the train includes an uphill section and a downhill section, or the slope section only includes a downhill section, use the downhill section with the largest slope between the train safety position and the obstacle in front of the train as the target slope section.

[0052] In a possible implementation manner, the processor is specifically configured to:

[0053] If the current running data of the train meets Condition 1, use the function relationship corresponding to Condition 1 as the target function relationship; wherein, Condition 1 is that the train is currently in an accelerating state, and the sum of the first speed difference and the second speed difference is not less than zero, the first speed difference is the speed difference during the traction cut-off delay stage; the second speed difference is the speed difference during the coasting stage; or

[0054] If the current running data of the train meets Condition 2, use the function relationship corresponding to Condition 2 as the target function relationship; wherein, Condition 2 is that the train is currently in an accelerating state or a constant speed state, and the sum of the first speed difference and the second speed difference is less than zero; or

[0055] If the current running data of the train meets Condition 3, use the function relationship corresponding to Condition 3 as the target function relationship; wherein, Condition 3 is that the train is currently in a decelerating state.

[0056] In one possible implementation, the processor is specifically configured to:

[0057] Determine the traveling distance of the current cycle according to the current speed of the train, the speed at the end of the previous cycle, and the cycle time, and determine the target distance traveled by the train from passing the previous transponder to detecting an obstacle ahead of the train according to the traveling distance of the current cycle and the traveling distances of all cycles before the current cycle when the train passed the previous transponder;

[0058] Determine the current confidence position of the train according to the target distance and the confidence position of the train when passing the previous transponder;

[0059] Determine the maximum traveling error of the train according to a preset error coefficient and the target distance;

[0060] Determine the safe position of the train when detecting an obstacle ahead of the train according to the current confidence position of the train and the maximum traveling error of the train.

[0061] In a third aspect, the present application further provides a computer storage medium, on which a computer program is stored, and when the program is executed by a processing unit, the steps of the train emergency braking control method described in the first aspect are implemented.

[0062] In addition, for the technical effects brought by any implementation manner in the second aspect to the third aspect, reference may be made to the technical effects brought by different implementation manners in the first aspect, which will not be elaborated here.

[0063] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] The drawings here are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present invention, and are used together with the specification to explain the principles of the present invention, and do not constitute an improper limitation to the present invention.

[0065] Figure 1 is a schematic diagram of a scenario where a train encounters an obstacle provided by an embodiment of the present invention;

[0066] Figure 2 is a structural diagram of an electronic device installed on a train provided by an embodiment of the present invention;

[0067] Figure 3 is a flowchart of a train emergency braking control method provided by an embodiment of the present invention;

[0068] Figure 4 is a schematic diagram of train emergency braking provided by an embodiment of the present invention;

[0069] Figure 5 It is a schematic diagram of the speed curve of multiple stages for a train to perform emergency braking corresponding to Condition 1 provided by an embodiment of the present invention;

[0070] Figure 6 It is a schematic diagram of the speed curve of multiple stages for a train to perform emergency braking corresponding to Condition 2 provided by an embodiment of the present invention;

[0071] Figure 7 It is a schematic diagram of the speed curve of multiple stages for a train to perform emergency braking corresponding to Condition 3 provided by an embodiment of the present invention;

[0072] Figure 8 It is another schematic diagram of train emergency braking provided by an embodiment of the present invention;

[0073] Figure 9 It is a schematic diagram of each safe position of a train provided by an embodiment of the present invention. Detailed implementation manners

[0074] In order to enable those of ordinary skill in the art to better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0075] It should be noted that the implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present invention. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0076] The application scenarios described in the embodiments of the present invention are for more clearly illustrating the technical solutions of the embodiments of the present invention, and do not constitute a limitation on the technical solutions provided by the embodiments of the present invention. Those of ordinary skill in the art can know that with the emergence of new application scenarios, the technical solutions provided by the embodiments of the present invention are equally applicable to similar technical problems.

[0077] Among them, the obstacles described in the present invention are devices on the train moving line that will put the train in danger. For example, turnouts or other trains. The dangerous situations of turnouts are: the turnout is in the four-way position, the turnout is not locked, the platform screen door is opened, the garage door is not opened and is in the locked state, etc.

[0078] Combined with Figure 1 As shown, when the train detects a turnout, that is, an obstacle, ahead, the train will perform emergency braking according to the emergency braking trigger speed. In this regard, an embodiment of the present invention proposes a method for obtaining the emergency braking trigger speed, and performs emergency braking of the train according to the emergency braking trigger speed.

[0079] Specifically, the present invention determines the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train. Since the prediction area is the area enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train, that is, the distance between the safe position of the train and the obstacle in front of the train, and according to the current operation data of the train, the emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train can be determined. Since the prediction area, the emergency braking acceleration prediction data for each braking stage, and the objective function relationship are known, the emergency braking trigger speed can be determined, and emergency braking control can be performed based on this emergency braking trigger speed.

[0080] Exemplarily, first, an electronic device installed on a train provided in an embodiment of the present invention is introduced. Figure 2 The structural schematic diagram of the electronic device is shown.

[0081] The following takes the electronic device as an example to specifically illustrate the embodiment. It should be understood that Figure 2 The shown electronic device is only an example, and the electronic device may have more or Figure 2 fewer components than those shown in the figure, two or more components may be combined, or different component configurations may be provided. The various components shown in the figure may be implemented in hardware, software, or a combination of hardware and software including one or more signal processing and / or application specific integrated circuits.

[0082] Figure 2 The hardware configuration block diagram of the electronic device according to an exemplary embodiment is exemplarily shown in the figure. As Figure 2 shown, the electronic device includes components such as a power supply 210, a processor 220, a memory 230, a communication interface 240, and a detector 250. Those skilled in the art can understand that Figure 2 the structure of the terminal shown in the figure does not constitute a limitation on the terminal. The terminal provided in the embodiment of the present application may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0083] The electronic device can be physically connected to the power system of the train through the communication interface 240. Optionally, the communication interface 240 of the electronic device is connected to the communication interface of the power system of the train through a cable to realize data transmission between the electronic device and the power system of the train. Thus, it is possible to realize emergency braking control by controlling the power system of the train.

[0084] The memory 230 can be used to store software programs and modules. The processor 220 executes various functional applications and data processing of the electronic device by running the software programs and modules stored in the memory 230. After the processor 220 executes the program code in the memory 230, some or all of the processes in the embodiments of the present invention can be implemented. Figure 3 in the present invention.

[0085] In addition, the memory 230 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0086] The processor 220 is the control center of the electronic device, connects various components through various interfaces and lines, and executes various functions of the electronic device and processes data by running or executing the software programs and / or modules stored in the memory 230, and by calling the data stored in the memory 230, so as to implement various services based on the terminal.

[0087] Optionally, the processor 220 may include one or more processing units. Optionally, the processor 220 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 220 either.

[0088] The electronic device further includes a power supply 210 (such as a battery) for powering each component. Optionally, the power supply 210 may be logically connected to the processor 220 through a power management system, so as to implement functions such as management of charging, discharging, and power consumption through the power management system.

[0089] The detector 250 includes a variety of sensors. Through the sensors, it can detect whether there is an obstacle in front of the train. If an obstacle is detected, it notifies the processor 220, so that the processor 220 can calculate the emergency braking trigger speed.

[0090] The technical solution of the present invention will be described below with reference to the accompanying drawings.

[0091] Combined with Figure 3 As shown in the figure, an embodiment of the present invention provides a train emergency braking control method, which is applied to the above-introduced electronic device, and includes:

[0092] S300: After detecting an obstacle in front of the train, determine the distance between the safe position of the train and the obstacle in front of the train;

[0093] S301: Determine the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train based on the current operating data of the train, and determine the objective function relationship among the emergency braking acceleration prediction data, the predicted area, and the emergency braking trigger speed of the train; wherein, the predicted area is the area of the region enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train.

[0094] S302: Determine the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train according to the objective function relationship and the distance.

[0095] S303: Perform emergency braking control according to the emergency braking trigger speed corresponding to the current emergency acceleration data of the train.

[0096] The present invention is based on the fact that the predicted area can be obtained from the emergency braking acceleration prediction data and the emergency braking trigger speed, that is, the area of the region enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train, so that the objective function relationship among the emergency braking acceleration prediction data, the predicted area, and the emergency braking trigger speed of the train can be determined. At the same time, since the area of the region enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train is the distance between the safe position of the train and the obstacle in front of the train, the emergency braking trigger speed in the objective function relationship can be determined through the objective function relationship and the known data, and then the emergency braking control can be realized.

[0097] Among them, the braking stages during the emergency braking process include three stages. The first stage is the traction cut-off delay stage; the second stage is the coasting stage; the third stage is the emergency braking implementation stage.

[0098] In order to make the acceleration obtained for each stage more in line with the actual situation, specifically when obtaining the acceleration for each stage in the present invention:

[0099] Determine the reference acceleration of the train according to the driving section between the safe position of the train and the obstacle in front of the train.

[0100] Take the sum of the reference acceleration of the train and the current acceleration of the train as the acceleration during the traction cut-off delay stage.

[0101] Take the reference acceleration of the train as the acceleration during the coasting stage.

[0102] Take the sum of the preset braking force acceleration value and the reference acceleration of the train as the acceleration during the emergency braking implementation stage.

[0103] Taking the reference acceleration a0 as an example, the acceleration a1 during the traction delay stage is taken as anow + a0.

[0104] The acceleration a2 during coasting is taken as a0.

[0105] During emergency braking, the acceleration value generated by the braking force is a fixed value aEB.

[0106] The acceleration a3 during the implementation of emergency braking is taken as aEB + a0.

[0107] Among them, aEB can be set to different values considering different weather conditions;

[0108] If the current weather condition is a rain or snow weather condition, the first value is adopted as aEB;

[0109] If the current weather condition is an ordinary weather condition, such as sunny, the second value is adopted as aEB.

[0110] The current acceleration of the train is calculated by obtaining the speed difference over a period of time.

[0111] For the driving section between the train's safe position and the obstacle in front of the train, there may be uphill, downhill or no slope, so that the train will have different brakings when climbing or descending slopes, and thus the reference accelerations are also different. Specifically:

[0112] If the driving section between the train's safe position and the obstacle in front of the train does not include a slope section, the reference acceleration of the train is determined to be zero;

[0113] If the driving section between the train's safe position and the obstacle in front of the train includes a slope section, the acceleration corresponding to the target slope section between the train's safe position and the obstacle in front of the train is determined according to the corresponding relationship between the slope section and the acceleration of the train driving on the slope section, and used as the reference acceleration of the train;

[0114] Among them, if the slope section between the train's safe position and the obstacle in front of the train only includes an uphill section, the uphill section with the smallest slope between the train's safe position and the obstacle in front of the train is taken as the target slope section;

[0115] If the slope section between the train's safe position and the obstacle in front of the train includes an uphill section and a downhill section, or the slope section only includes a downhill section, the downhill section with the largest slope between the train's safe position and the obstacle in front of the train is taken as the target slope section.

[0116] Since the force of the train's gravity in the slope direction is equal to the train's traction force, the gravitational acceleration and the slope of the slope are used to determine the acceleration of the train, that is, the acceleration corresponding to the slope.

[0117] When going downhill, the acceleration corresponding to the slope is negative, and when going uphill, the acceleration corresponding to the slope is positive.

[0118] Specifically, the train needs to perform emergency braking on the driving section between the train safety position and the obstacle in front of the train. It is easier to stop when going uphill. Therefore, when the slope section between the train safety position and the obstacle in front of the train only includes the uphill section, the acceleration corresponding to the smallest uphill section is used as the reference acceleration for addition processing to obtain the emergency braking acceleration prediction data for each stage;

[0119] When there is no slope on the driving section between the train safety position and the obstacle in front of the train, there is no need to perform addition processing to obtain the emergency braking acceleration prediction data for each stage;

[0120] When going downhill, going downhill is not conducive to the train stopping. Therefore, when the slope section between the train safety position and the obstacle in front of the train includes only the uphill section and the downhill section, the acceleration corresponding to the largest downhill section is used as the reference acceleration for addition processing to obtain the emergency braking acceleration prediction data for each stage.

[0121] The running time of the train in the traction cut-off delay stage and the coasting stage is relatively fixed and not affected by the environment. Therefore, when determining the emergency braking trigger speed, the running time of the train in the traction cut-off delay stage and the coasting stage are both preset.

[0122] During the entire braking process from emergency braking to the train stopping, one situation is that the train is in an accelerating or uniform speed state when the emergency braking is output, and the other situation is that the train is in a decelerating state when the emergency braking is applied. These two train running situations have different algorithms for calculating the predicted area, resulting in different functional relationships. Specifically:

[0123] If the current operation data of the train meets Condition 1, then the functional relationship corresponding to Condition 1 is used as the target functional relationship; where Condition 1 is that the train is currently in an accelerating state, and the sum of the first speed difference and the second speed difference is not less than zero. The first speed difference is the speed difference in the traction cut-off delay stage; the second speed difference is the speed difference in the coasting stage; or

[0124] If the current operation data of the train meets Condition 2, then the functional relationship corresponding to Condition 2 is used as the target functional relationship; where Condition 2 is that the train is currently in an accelerating or uniform speed state, and the sum of the first speed difference and the second speed difference is less than zero; or

[0125] If the current operation data of the train meets Condition 3, then the functional relationship corresponding to Condition 3 is used as the target functional relationship; where Condition 3 is that the train is currently in a decelerating state.

[0126] For example, the acceleration during the traction cut-off delay stage is represented by a 1 The running time of the train during the traction cut-off delay stage is represented by t 1 The acceleration during the coasting stage is represented by a 2 The running time of the train during the coasting stage is represented by t 2 It is represented as;

[0127] Combined with Figure 4 As shown, during the emergency braking process of the train, if the emergency braking is triggered at the speed V EB If the emergency braking starts, the speed of the train is zero after the emergency braking ends. That is to say, the obstacle and the stopping point are the same point. Then, the difference between the safe position of the train and the position of the obstacle is taken as the distance between the safe position of the train and the obstacle in front of the train. At the same time, for safety considerations, a safety margin is added to the distance, that is, L introduced below:

[0128] When the train is in an accelerating state when emergency braking is required, and a 1 t 1 +a 2 t 2 is greater than or equal to zero, the speed curve is as Figure 5 shown:

[0129] S1 is the area of A1B1C1, S2 is the area of B1E1F1, S3 is the area of B1C1D1F1, S4 is the area of D1F1G1, S5 is the area of A1O1H1G1, S6 is the area of G1H1I1. The sum of the areas of A1B1C1, B1E1F1, B1C1D1F1, D1F1G1, A1O1H1G1, and G1H1I1 is the area enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train, that is, the distance between the safe position of the train and the obstacle in front of the train. That is, the distance L between the safe position of the train and the obstacle in front of the train = S1 + S2 + S3 + S4 + S5 + S6.

[0130] Using the relationship between the speed difference and the acceleration, determine the speed V at point B1 t1 and V EB The difference is equal to a 1 t 1 , however, it can be seen from the geometric relationship that the difference between V t1 and V EB is the length of B1C1. Then the area of S1 is half of the product of B1C1 and A1C1. That is,

[0131] Similarly, using the relationship between the speed difference and the acceleration, determine the speed V at point E1t2 and V t1 The difference is equal to a 2 t 2 , however, from the geometric relationship, it can be known that V t1 and V t2 The difference is the length of E1F1, and the length of B1F1 is t 2 , then the area of S2 is half of the product of B1F1 and E1F1, that is,

[0132] From the geometric relationship, it can be known that V t1 and V EB The difference is the length of B1C1, V t1 and V EB The difference is equal to a 1 t 1 , C1D1 is t 2 , then the area of S3 is the product of B1C1 and C1D1, that is, S3 = a 1 t 1 t 2 .

[0133] From the geometric relationship, it can be known that the length between E1D1 is equal to B1C1 minus E1F1, that is a 1 t 1 -a 2 t 2 Since a 2 is a negative value, so the length between E1D1 is equal to a 1 t 1 +a 2 t 2 . D1G1 is the time from the end of t 2 to H1, that is (a 1 t 1 +a 2 t 2 ) / a 3 , then the area of S4 is half of the product of E1D1 and D1G1, S4 = -(a 1 t 1 +a 2 t 2 ) 2 / 2a 3 .

[0134] From the geometric relationship, it can be known that the area of S5 is equal to the product of A1O1 and O1H1, O1A1 is equal to V EB , O1H1 is equal to t 1 +t 2 -(a 1 t 1 +a 2 t2 ) / a 3 Therefore, S5 = V EB *(t 1 + t 2 -(a 1 t 1 + a 2 t 2 ) / a 3 ).

[0135] From the geometric relationship, it can be known that the area of S6 is equal to half of the product of G1H1 and H1I1. V EB is the time of this section of H1I1 and a 3 's product, then H1I1 = V EB / a 3 , G1H1 is equal to O1A1 which is equal to V EB , since a 3 is negative, so, S6 = -V EB 2 / 2a 3 .

[0136] According to the formulas of S1, S2, S3, S4, S5, S6 and L, it is the functional relationship corresponding to Condition 1.

[0137] Similarly, when the train is in an accelerating state or a uniform state during emergency braking, and a 1 t 1 + a 2 t 2 is less than zero, then the speed curve is as Figure 6 shown:[[]]

[0138] The distance L between the train's safe position and the obstacle in front of the train is L = S1 + S2 + S3 + S4 + S5 + S6.

[0139] S1 is the area of A2B2C2, S2 is the area of B2G2D2, S3 is the area of B2C2E2D2, S4 is the area of F2E2G2, S5 is the area of A2O2H2F2, and S6 is the area of F2H2I2. According to the geometric relationship, speed, time and acceleration data relationship in Figure 5 , determine the functional relationship corresponding to Condition 2.

[0140] Similarly, when the train is in a decelerating state during emergency braking, then the speed curve is as Figure 7 shown:[[]]

[0141] The distance L between the train's safe position and the obstacle in front of the train is L = S1 + S2 + S3 + S4 + S5 + S6.

[0142] Let \(S_1\) be the area of \(A_3B_3C_3\), \(S_2\) be the area of \(C_3D_3E_3\), \(S_3\) be the area of \(B_3C_3D_3F_3\), \(S_4\) be the area of \(G_3F_3E_3\), \(S_5\) be the area of \(A_3G_3H_3O_3\), and \(S_6\) be the area of \(G_3H_3I_3\). Similarly, according to the geometric relationships, speed, time, and acceleration data relationships as shown in Figure 7 , determine the function relationship corresponding to Condition 2.

[0143] Combined with Figure 8 As shown, during the emergency braking process of the train, if the emergency braking is triggered at speed \(V\) EB and starts emergency braking, the train speed is not zero after the emergency braking ends. That is to say, the obstacle and the stopping point are not the same point. Then, set the speed at the obstacle as \(V\) x , and the distance from the obstacle to the stopping point is \(L\) S . Then \(L\) S is equal to \(-V\) X 2 / 2a 3 . Then the distance \(L\) from the safe position to the stopping point is \(L = L\) B \(L\) S . \(L\) B is the difference between the safe position of the train and the obstacle.

[0144] When determining the safe position of the train, for safety considerations, generally the maximum safe front end of the train is calculated as the safe position of the train.

[0145] Specifically, the present invention determines the safe position of the train in the following manner:

[0146] Based on the current speed of the train, the speed at the end of the previous cycle, and the cycle time, determine the walking distance of the current cycle, and based on the walking distance of the current cycle and the walking distances of all cycles from when the train passed the previous transponder to the current cycle, determine the target distance traveled by the train from when it passed the previous transponder to when an obstacle in front of the train is detected;

[0147] Based on the target distance and the confidence position of the train when it passed the previous transponder, determine the current confidence position of the train;

[0148] Based on a preset error coefficient and the target distance, determine the maximum walking error of the train;

[0149] Based on the current confidence position of the train and the maximum walking error of the train, determine the safe position of the train when an obstacle in front of the train is detected.

[0150] Combined with Figure 9As shown, the confidence position of the train and the length of the train can determine the position of the rear of the train. The position of the rear of the train plus the maximum running error of the train is the maximum safe rear end of the train, and the position of the rear of the train minus the maximum running error of the train is the minimum safe rear end of the train.

[0151] The confidence position of the train and the length of the train can determine the position of the front of the train. The position of the front of the train plus the maximum running error of the train is the maximum safe front end of the train, and the position of the front of the train minus the maximum running error of the train is the minimum safe front end of the train.

[0152] Among them, generally, the maximum safe front end of the train is used as the current distance of the train, so as to obtain the distance between the safe position of the train and the obstacle in front of the train.

[0153] Among them, when the train passes through the transponder, the train will correct the confidence position of the train through the position of the transponder, that is, the actual position of the train. The train will also determine the safe position of the train through the confidence position and the maximum running error.

[0154] The train will detect the speed of the train and the distance traveled within a fixed time period cycle and store them. Therefore, when determining the target distance traveled by the train from passing the previous transponder to detecting an obstacle in front of the train, it is necessary to first calculate the distance traveled in the current cycle, then extract the distances traveled in all cycles from when the train passed the previous transponder to before the current cycle from the storage area, and take the sum of the distance traveled in the current cycle and the distances traveled in all cycles from when the train passed the previous transponder to before the current cycle as the target distance traveled by the train from passing the previous transponder to detecting an obstacle in front of the train.

[0155] Among them, due to the situation of wheel spin and slip of the train, the error coefficient will also change accordingly.

[0156] If the train has wheel spin and slip, the first coefficient is used as the error coefficient;

[0157] If the train does not have wheel spin and slip, the second coefficient is used as the error coefficient.

[0158] The first coefficient and the second coefficient are preset.

[0159] Based on the train emergency braking control method introduced above, an embodiment of the present invention also provides an electronic device installed on the train, including: a processor and a detector;

[0160] The detector is used to detect whether there is an obstacle in front of the train;

[0161] The processor is configured to determine the distance between the safe position of the train and the obstacle in front of the train after the detector detects the obstacle in front of the train.

[0162] According to the current operation data of the train, determine the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train, and determine the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train; wherein, the prediction area is the area enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train.

[0163] According to the objective function relationship and the distance, determine the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train.

[0164] Perform emergency braking control according to the emergency braking trigger speed corresponding to the current emergency acceleration data of the train.

[0165] Optionally, the emergency braking acceleration prediction data includes: the acceleration during the traction cut-off delay stage, the acceleration during the coasting stage, and the acceleration during the emergency braking implementation stage.

[0166] The processor is specifically configured to:

[0167] Determine the reference acceleration of the train according to the driving section between the safe position of the train and the obstacle in front of the train.

[0168] Take the sum of the reference acceleration of the train and the current acceleration of the train as the acceleration during the traction cut-off delay stage.

[0169] Take the reference acceleration of the train as the acceleration during the coasting stage.

[0170] Take the sum of the preset braking force acceleration value and the reference acceleration of the train as the acceleration during the emergency braking implementation stage.

[0171] Optionally, the processor is specifically configured to:

[0172] If the driving section between the safe position of the train and the obstacle in front of the train does not include a slope section, determine that the reference acceleration of the train is zero.

[0173] If the driving section between the safe position of the train and the obstacle in front of the train includes a slope section, determine the acceleration corresponding to the target slope section between the safe position of the train and the obstacle in front of the train according to the corresponding relationship between the slope section and the acceleration of the train driving on the slope section, and take it as the reference acceleration of the train.

[0174] Among them, if the slope section between the train safety position and the obstacle in front of the train only includes an uphill section, then the uphill section with the smallest slope between the train safety position and the obstacle in front of the train is used as the target slope section;

[0175] If the slope section between the train safety position and the obstacle in front of the train includes an uphill section and a downhill section, or the slope section only includes a downhill section, then the downhill section with the largest slope between the train safety position and the obstacle in front of the train is used as the target slope section.

[0176] Optionally, the processor is specifically configured to:

[0177] If the current running data of the train satisfies Condition 1, then the function relationship corresponding to Condition 1 is used as the target function relationship; where Condition 1 is that the train is currently in an accelerating state, and the sum of the first speed difference and the second speed difference is not less than zero, the first speed difference is the speed difference in the traction cut-off delay stage; the second speed difference is the speed difference in the coasting stage; or

[0178] If the current running data of the train satisfies Condition 2, then the function relationship corresponding to Condition 2 is used as the target function relationship; where Condition 2 is that the train is currently in an accelerating state or a constant speed state, and the sum of the first speed difference and the second speed difference is less than zero; or

[0179] If the current running data of the train satisfies Condition 3, then the function relationship corresponding to Condition 3 is used as the target function relationship; where Condition 3 is that the train is currently in a decelerating state.

[0180] Optionally, the processor is specifically configured to:

[0181] Determine the walking distance in the current period based on the current speed of the train, the speed at the end of the previous period, and the period time, and determine the target distance traveled by the train from passing the previous transponder to detecting the obstacle in front of the train based on the walking distance in the current period and the walking distances of all periods before the current period when the train passed the previous transponder;

[0182] Determine the current confidence position of the train based on the target distance and the confidence position of the train when it passed the previous transponder;

[0183] Determine the maximum walking error of the train according to the preset error coefficient and the target distance;

[0184] Determine the train safety position when detecting the obstacle in front of the train based on the current confidence position of the train and the maximum walking error of the train.

[0185] In an exemplary embodiment, a storage medium including instructions is further provided, such as a memory including instructions, and the instructions can be executed by a processor of an electronic device installed on a train to complete the above-mentioned train emergency braking control method. Optionally, the storage medium may be a non-transitory computer-readable storage medium. For example, the non-transitory computer-readable storage medium may be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0186] An embodiment of the present invention further provides a computer program product. When the computer program product runs on an electronic device installed on a train, the electronic device installed on the train is enabled to execute any one of the above-mentioned train emergency braking control methods of the embodiments of the present invention.

[0187] Those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention, which follow the general principles of the present invention and include known common knowledge or conventional technical means in the technical field not invented by the present invention. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present invention are pointed out by the following claims.

[0188] It should be understood that the present invention is not limited to the exact structures already described and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A train emergency braking control method, characterized in that, it includes: After detecting an obstacle in front of the train, determining the distance between the safe position of the train and the obstacle in front of the train; According to the current operation data of the train, determining the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train, and determining the objective function relationship among the emergency braking acceleration prediction data, the prediction area and the emergency braking trigger speed of the train; wherein, the prediction area is the area enclosed by the speed curve, the speed coordinate axis and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train; According to the objective function relationship and the distance, determining the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train; According to the emergency braking trigger speed corresponding to the current emergency acceleration data of the train, performing emergency braking control; Determining the safe position of the train by the following method: According to the current speed of the train, the speed at the end of the previous cycle and the cycle time, determining the walking distance of the current cycle, and according to the walking distance of the current cycle and the walking distances of all cycles before the current cycle when the train passes the previous transponder, determining the target distance traveled by the train after passing the previous transponder until detecting the obstacle in front of the train; According to the target distance and the confidence position of the train when passing the previous transponder, determining the current confidence position of the train; According to the preset error coefficient and the target distance, determining the maximum walking error of the train; According to the current confidence position of the train and the maximum walking error of the train, determining the safe position of the train when detecting the obstacle in front of the train.

2. The train emergency braking control method according to claim 1, characterized in that, wherein, the emergency braking acceleration prediction data includes: the acceleration in the traction cut-off delay stage, the acceleration in the coasting stage, and the acceleration in the emergency braking implementation stage; According to the current operation data of the train, determining the current emergency braking acceleration prediction data for multiple braking stages during the emergency braking process of the train, including: According to the driving section between the safe position of the train and the obstacle in front of the train, determining the reference acceleration of the train; Taking the sum of the reference acceleration of the train and the current acceleration of the train as the acceleration in the traction cut-off delay stage; Taking the reference acceleration of the train as the acceleration in the coasting stage; Taking the sum of the preset braking force acceleration value and the reference acceleration of the train as the acceleration in the emergency braking implementation stage.

3. The train emergency braking control method according to claim 2, characterized in that, Determining the reference acceleration of the train according to the driving section between the safe position of the train and the obstacle in front of the train, including: If the driving section between the safe position of the train and the obstacle in front of the train does not include a slope section, determining the reference acceleration of the train to be zero; If the driving section between the train's safe position and the obstacle in front of the train includes a slope section, then according to the corresponding relationship between the slope section and the acceleration of the train driving on the slope section, determine the acceleration corresponding to the target slope section between the train's safe position and the obstacle in front of the train, and use it as the reference acceleration of the train; Among them, if the slope section between the train's safe position and the obstacle in front of the train only includes an uphill section, then use the uphill section with the smallest slope between the train's safe position and the obstacle in front of the train as the target slope section; If the slope section between the train's safe position and the obstacle in front of the train includes an uphill section and a downhill section, or the slope section only includes a downhill section, then use the downhill section with the largest slope between the train's safe position and the obstacle in front of the train as the target slope section.

4. The train emergency braking control method according to claim 2, characterized in that, According to the current operating data of the train, determine the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train, including: If the current operating data of the train satisfies Condition 1, then use the function relationship corresponding to Condition 1 as the objective function relationship; among them, Condition 1 is that the train is currently in an accelerating state, and the sum of the first speed difference and the second speed difference is not less than zero, and the first speed difference is the speed difference in the traction cut-off delay stage; the second speed difference is the speed difference in the coasting stage; or If the current operating data of the train satisfies Condition 2, then use the function relationship corresponding to Condition 2 as the objective function relationship; among them, Condition 2 is that the train is currently in an accelerating state or a constant speed state, and the sum of the first speed difference and the second speed difference is less than zero; or If the current operating data of the train satisfies Condition 3, then use the function relationship corresponding to Condition 3 as the objective function relationship; among them, Condition 3 is that the train is currently in a decelerating state.

5. An electronic device installed on a train, characterized in that, including: a processor and a detector; The detector is used to detect whether there is an obstacle in front of the train; The processor is used to determine the distance between the train's safe position and the obstacle in front of the train after the detector detects the obstacle in front of the train; According to the current operating data of the train, determine the current emergency braking acceleration prediction data for each braking stage during the emergency braking process of the train, and determine the objective function relationship among the emergency braking acceleration prediction data, the prediction area, and the emergency braking trigger speed of the train; wherein, the prediction area is the area enclosed by the speed curve, the speed coordinate axis, and the time coordinate axis in the speed curve graph formed by the speed and time during the emergency braking process of the train; According to the objective function relationship and the distance, determine the emergency braking trigger speed corresponding to the current emergency braking acceleration prediction data of the train; Perform emergency braking control according to the emergency braking trigger speed corresponding to the current emergency acceleration data of the train; Determine the traveling distance of the current period according to the current speed of the train, the speed at the end of the previous period, and the period time, and determine the target distance traveled by the train from passing the previous transponder to detecting an obstacle in front of the train according to the traveling distance of the current period and the traveling distances of all the periods before the current period when the train passed the previous transponder; Determine the current confidence position of the train according to the target distance and the confidence position of the train when it passed the previous transponder; Determine the confidence position of the train according to a preset error coefficient and the target distance; Determine the safe position of the train when detecting an obstacle in front of the train according to the current confidence position of the train and the maximum traveling error of the train; 6. The electronic device according to claim 5, characterized in that, wherein, the emergency braking acceleration prediction data includes: the acceleration in the traction cut-off delay stage, the acceleration in the coasting stage, and the acceleration in the emergency braking implementation stage; the processor is specifically configured to: Determine the reference acceleration of the train according to the driving section between the safe position of the train and the obstacle in front of the train; Take the sum of the reference acceleration of the train and the current acceleration of the train as the acceleration in the traction cut-off delay stage; Take the reference acceleration of the train as the acceleration in the coasting stage; Take the sum of a preset braking acceleration value and the reference acceleration of the train as the acceleration in the emergency braking implementation stage.

7. The electronic device according to claim 6, characterized in that, the processor is specifically configured to: If the driving section between the safe position of the train and the obstacle in front of the train does not include a slope section, determine that the reference acceleration of the train is zero; If the driving section between the safe position of the train and the obstacle in front of the train includes a slope section, determine the acceleration corresponding to the target slope section between the safe position of the train and the obstacle in front of the train according to the corresponding relationship between the slope section and the acceleration of the train traveling on the slope section, and use it as the reference acceleration of the train; Wherein, if the slope section between the safe position of the train and the obstacle in front of the train only includes an uphill section, take the uphill section with the smallest slope between the safe position of the train and the obstacle in front of the train as the target slope section; If the slope section between the safe position of the train and the obstacle in front of the train includes an uphill section and a downhill section, or the slope section only includes a downhill section, take the downhill section with the largest slope between the safe position of the train and the obstacle in front of the train as the target slope section.

8. The electronic device according to claim 6, characterized in that, the processor is specifically configured to: If the current operation data of the train satisfies Condition 1, use the function relationship corresponding to Condition 1 as the target function relationship; wherein, Condition 1 is that the train is currently in an accelerating state, and the sum of the first speed difference and the second speed difference is not less than zero, the first speed difference is the speed difference in the traction cut-off delay stage; the second speed difference is the speed difference in the coasting stage; or If the current operation data of the train satisfies Condition 2, then the function relationship corresponding to Condition 2 is adopted as the target function relationship; wherein, Condition 2 is that the train is currently in an accelerating state or a constant-speed state, and the sum of the first speed difference and the second speed difference is less than zero; or If the current operation data of the train satisfies Condition 3, then the function relationship corresponding to Condition 3 is adopted as the target function relationship; wherein, Condition 3 is that the train is currently in a decelerating state.

Images