Train control method, device, electronic equipment and storage medium

Abstract

The present application provides a train control method, device, electronic device and storage medium. When the adhesion warning information of the i-th EMU is obtained, the adjustment amount of the first given torque of the i-th EMU is determined at least based on the adhesion torque of the i-th EMU, and the first given torque is adjusted based on the adjustment amount to obtain a second given torque; the adjustment amount is determined as the torque to be allocated; the allocated torque of each target EMU is determined based on the torque to be allocated, wherein each target EMU is from the i+1th EMU to the Nth EMU; a first control instruction for each target EMU is generated at least based on the allocated torque of each target EMU to control the operation of each target EMU based on the first control instruction, and a second control instruction is generated based on the second given torque to control the operation of the i-th EMU.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a train control method, device, electronic equipment and storage medium. Background Art

[0002] While the wheel-rail transmission method reduces the running resistance of rail transit vehicles, it also limits the maximum traction / braking force of rail transit vehicles. Limited by the wheel-rail material, the maximum physical adhesion coefficient of rail transit vehicles is limited and variable, and is particularly susceptible to polluting media such as rain, snow, fallen leaves, and oil. Although the academic and engineering fields have conducted many years of research to improve the physical adhesion limit of wheels and rails, no breakthrough progress has been made. At present, the most that can be done is to increase the adhesion coefficient under low adhesion conditions such as wet rails and oil stains by means of sanding and tread cleaning, but it is difficult to restore it to the level of dry rails. However, even if the wheel-rail adhesion conditions are constant, the adhesion coefficient is not a constant value, but will first increase and then decrease with the increase of the vehicle creep speed (wheel linear speed-body speed). If the vehicle creep speed is too low, the vehicle traction / braking force cannot be fully exerted. However, since the adhesion extreme point varies with the track surface condition, blindly increasing the creep speed to improve the vehicle traction / braking force may easily exceed the physical adhesion limit of the wheel and rail, causing the wheelset to enter the sliding area and idle / slide, resulting in low efficiency of traction / braking force, which may lead to train delays due to rainy and snowy weather. In severe cases, wheel-rail damage or even safety accidents may occur. Summary of the invention

[0003] In response to the above problems, the present application provides a train control method, device, electronic device and storage medium.

[0004] The present application provides a method for controlling a train, wherein the train includes N motor vehicles, including:

[0005] When the adhesion warning information of the i-th motor vehicle is obtained, determining an adjustment amount of a first given torque of the i-th motor vehicle at least based on the adhesion torque of the i-th motor vehicle, and adjusting the first given torque based on the adjustment amount to obtain a second given torque;

[0006] determining the adjustment amount as the torque to be distributed;

[0007] Determine the allocated torque of each target motor vehicle based on the torque to be allocated, wherein each target motor vehicle is the i+1th motor vehicle to the Nth motor vehicle;

[0008] At least based on the allocated torque of each target EMU, a first control instruction is generated for each target EMU to control the operation of each target EMU based on the first control instruction, and a second control instruction is generated based on the second given torque to control the operation of the i-th EMU, 1≤i≤N-1, N≥2.

[0009] In some embodiments, determining an adjustment amount of a first given torque of the i-th motor vehicle based at least on the adhesion torque of the i-th motor vehicle, and reducing the first given torque based on the adjustment amount to obtain a second given torque comprises:

[0010] Subtract the corresponding adhesion torque from the first given torque of the i-th motor vehicle to obtain a first result;

[0011] determining an adjustment amount based on the first result and a preset percentage;

[0012] The first given torque of the first train is adjusted based on the adjustment amount to obtain the second given torque.

[0013] In some embodiments, the step of determining the allocated torque of each target motor vehicle based on the torque to be allocated includes:

[0014] The number of target motor vehicles is determined, and the torque to be distributed is divided by the number to obtain the distributed torque of each target motor vehicle.

[0015] In some embodiments, the step of determining the allocated torque of each target motor vehicle based on the torque to be allocated includes:

[0016] Determine each distance between each target motor vehicle and the i-th motor vehicle;

[0017] The torque to be allocated is allocated based on the magnitude relationship of each distance to obtain the allocated torque of each target motor vehicle, wherein the larger the distance, the larger the corresponding allocated torque.

[0018] In some embodiments, the generating of the first control instructions for each target motor vehicle at least based on the distributed torque of each target motor vehicle, so as to control the operation of each target motor vehicle based on the first control instructions, comprises:

[0019] Based on the operation plan, determine the initial given torque of each target EMU;

[0020] Determine the target given torque of each target motor vehicle based on the initial given torque of each target motor vehicle and the allocated torque corresponding to each target;

[0021] A first control instruction for each target motor vehicle is generated based on the target given torque of each target motor vehicle, and the operation of each target motor vehicle is controlled based on the first control instruction.

[0022] In some embodiments, the number of the target motor vehicles is M, and the first control instruction for each target motor vehicle is generated based on the target given torque of each target motor vehicle, and the operation of each target motor vehicle is controlled based on the first control instruction, including:

[0023] Sending a first control instruction corresponding to the m-th target motor vehicle to the m-th target motor vehicle;

[0024] Acquiring feedback information of the m-th target motor vehicle, wherein the feedback information is used to provide feedback on whether the given torque of the m-th target motor vehicle has increased to the target given torque corresponding to the m-th target motor vehicle;

[0025] When it is determined based on the feedback information that the given torque of the mth target vehicle is adjusted to the target given torque corresponding to the mth target vehicle, the first control instruction corresponding to the m+1th target vehicle is sent to the m+1th target vehicle to adjust the given torque of the m+1th target vehicle to the target given torque corresponding to the m+1th target vehicle, where M≥2,1≤m≤M.

[0026] In some embodiments, the method further comprises:

[0027] Obtain operating route information;

[0028] When it is determined based on the operating line information that the train will enter the open air from the tunnel, increasing the speed of the train in the tunnel and idling in the process of exiting the tunnel;

[0029] When it is determined based on the operating line information that the train will enter a ramp, adjusting the power of each motor vehicle before entering the ramp;

[0030] When it is determined based on the operating line information that the train is traveling in the open air, the operating speed is reduced and the coasting time of the train is extended.

[0031] The embodiment of the present application provides a control device for a train, wherein the train includes N motor vehicles, including:

[0032] When adhesion warning information of the i-th motor vehicle is obtained, an adjustment amount of a first given torque of the i-th motor vehicle is determined based at least on the adhesion torque of the i-th motor vehicle, and the first given torque is adjusted based on the adjustment amount to obtain a second given torque;

[0033] determining the adjustment amount as the torque to be distributed;

[0034] The distributed torque of each target motor vehicle is determined based on the torque to be distributed, wherein each target motor vehicle is the i+1th motor vehicle to the Nth motor vehicle.

[0035] An embodiment of the present application provides an electronic device, including a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, any one of the above-mentioned train control methods is executed.

[0036] An embodiment of the present application provides a storage medium, which stores a computer program that can be executed by one or more processors and can be used to implement any of the above-mentioned train control methods.

[0037] The present application provides a train control method, device, electronic device and storage medium. When it is determined based on the adhesion warning information that the i-th motor vehicle meets the set conditions, the first given torque of the i-th motor vehicle is reduced to obtain a second given torque, and the adjustment amount of the first given torque is distributed to each target motor vehicle. By distributing the adjustment amount of the i-th motor vehicle to each target motor vehicle, the idling / skidding frequency of the i-th motor vehicle is reduced and the efficiency of the traction / braking force is improved while maintaining a small change in the total traction / braking force, thereby reducing the train delay rate caused by rainy and snowy weather. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Hereinafter, the present application will be described in more detail based on embodiments and with reference to the accompanying drawings.

[0039] Figure 1 A schematic diagram of a flow chart of a train control method according to an embodiment of the present application;

[0040] Figure 2 A schematic diagram of a process flow for controlling each target train provided in an embodiment of the present application;

[0041] Figure 3 A schematic diagram of the structure of a train control system provided in an embodiment of the present application;

[0042] Figure 4 A schematic diagram of the structure of a train control device provided in an embodiment of the present application;

[0043] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0044] In the drawings, the same reference numerals are used for the same components, and the drawings are not drawn to scale. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0046] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0047] If similar descriptions of "first\second\third" appear in the application documents, the following instructions will be added. In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0049] Before introducing a train control method provided in an embodiment of the present application, a brief description is given of the related art and the problems existing in the related art.

[0050] Based on the problems existing in the related art, an embodiment of the present application provides a train control method, which is applied to electronic devices, such as computers, mobile terminals, etc. The electronic devices can be signal systems or network systems. The network system or signal system is connected to each motor vehicle of each train for controlling the automatic driving of the train. The functions implemented by the train control method provided in the embodiment of the present application can be implemented by calling the program code by the processor of the electronic device, wherein the program code can be stored in a computer storage medium. In the embodiment of the present application, the train control method is applied to a train, which includes N motor vehicles. In some embodiments, it also includes: multiple trailers. For example, the train can be a main arrangement of 4 motor vehicles and 2 trailers, that is, 4 motor vehicles and 2 trailers, or it can be a arrangement of 6 motor vehicles and 2 trailers, or 2 motor vehicles and 2 trailers. In the embodiment of the present application, for each motor vehicle, the direction of the train can be used to determine which motor vehicle each motor vehicle is, i.e., i represents one of the motor vehicles, the head motor vehicle is used as the reference, and the i+1th motor vehicle to the Nth motor vehicle are all after the ith motor vehicle. The embodiment of the present application provides a train control method, Figure 1 A schematic diagram of the implementation flow of a train control method provided in an embodiment of the present application is shown in FIG. Figure 1 As shown, including:

[0051] Step S101, when adhesion warning information of the i-th motor vehicle is obtained, determining an adjustment amount of a first given torque of the i-th motor vehicle at least based on the adhesion torque of the i-th motor vehicle, and adjusting the first given torque based on the adjustment amount to obtain a second given torque.

[0052] In the embodiment of the present application, the i-th motor vehicle can be any motor vehicle, and each motor vehicle has a control system, which can detect the adhesion coefficient between the wheels and the rail surface of each motor vehicle to determine the adhesion coefficient, and then the control system of each motor vehicle determines whether the adhesion coefficient meets the conditions based on the anti-slip / anti-skid judgment criteria. When the adhesion coefficient does not meet the conditions, it means that the motor vehicle passes through a place with poor wheel-rail adhesion conditions. At this time, there is idling or sliding. Each motor vehicle generates adhesion warning information and sends the adhesion warning information to the electronic device, so that the electronic device obtains the adhesion warning information of the i-th motor vehicle. The traction condition corresponds to the acceleration process, and idling occurs when the adhesion condition is poor. The braking condition corresponds to the deceleration process, and sliding occurs when the adhesion condition is poor.

[0053] The control system of each motor vehicle is also used to determine the adhesion torque and send the adhesion torque to the electronic device, and the adhesion torque can be sent to the electronic device in real time by each motor vehicle. The adhesion torque is the torque actually input to each wheel by each motor vehicle.

[0054] In the embodiment of the present application, after obtaining the adhesion warning information, the electronic device determines that the i-th motor vehicle is idling or sliding, and the wheel-rail adhesion condition of the i-th motor vehicle has deteriorated. The i-th motor vehicle may have passed through an area with poor adhesion conditions. Due to idling or sliding, the i-th motor vehicle does not meet the current traction / braking force conditions for normal performance. At this time, the electronic device triggers the adjustment function.

[0055] In the embodiment of the present application, the adjustment amount can be obtained by subtracting the adhesion torque from the first given torque of the i-th motor vehicle to obtain a first result, and is determined based on the first result and a preset percentage. In the embodiment of the present application, the adjustment is usually made by reduction. That is, the adjustment amount can be considered as a reduction amount, and the preset percentage can be 50%. In the embodiment of the present application, the second given torque can be obtained by subtracting the adjustment amount from the first given torque.

[0056] Step S102: determining the adjustment amount as the torque to be distributed.

[0057] In the embodiment of the present application, since the electronic device obtains adhesion warning information, the electronic device determines that the current traction force / or braking force of the i-th motor vehicle cannot be normally exerted. In order to ensure the speed of the entire train and avoid waste of traction force / braking force, the adjustment amount of the i-th motor vehicle is determined as the torque to be allocated.

[0058] Step S103, determining the allocated torque of each target motor vehicle based on the torque to be allocated, wherein each target motor vehicle is the i+1th motor vehicle to the Nth motor vehicle;

[0059] In the embodiment of the present application, the electronic device can distribute the to-be-distributed torque based on a preset distribution rule, which can be to evenly distribute the to-be-distributed amount to the i+1th motor vehicle to the Nth motor vehicle, or to distribute the to-be-distributed torque based on the distance between the ith motor vehicle and the i+1th motor vehicle to the Nth motor vehicle.

[0060] Step S104, generating a first control instruction for each target EMU at least based on the allocated torque of each target EMU, so as to control the operation of each target EMU based on the first control instruction, and generating a second control instruction based on the second given torque, so as to control the operation of the i-th EMU, 1≤i≤N-1, N≥2.

[0061] The electronic device can obtain the initial given torque based on the operation plan, then determine the target torque based on the initial given torque and the allocated torque, and generate the first control instruction for each target motor vehicle based on the target torque.

[0062] In the embodiment of the present application, since the target EMU does not meet the set conditions, that is, the traction / braking force of the target EMU can be normally exerted, the adjustment amount reduced by the i-th EMU is allocated to the target EMU to increase the given torque of the target EMU, thereby making the traction or braking force of each target EMU larger, thereby improving the efficiency of the traction / braking force of the train.

[0063] In an embodiment of the present application, the electronic device generates a second control instruction based on the second given torque to control the operation of the i-th motor vehicle. Since the second given torque is smaller than the first given torque, that is, the traction force of the i-th motor vehicle is reduced, when the i-th motor vehicle passes through a place with severe adhesion conditions, the idling / skidding frequency of the i-th motor vehicle is reduced.

[0064] The present application provides a train control method, which, when it is determined based on adhesion warning information of each EMU that the i-th EMU meets the set conditions, reduces the first given torque of the i-th EMU to obtain a second given torque, and distributes the adjustment amount of the first given torque to each target EMU. By distributing the adjustment amount of the i-th EMU to each target EMU, the idling / skidding frequency of the i-th EMU is reduced and the efficiency of the traction / braking force is improved while maintaining a small change in the total traction / braking force, thereby reducing the train delay rate caused by rainy and snowy weather.

[0065] In some embodiments, in step S102, "determining the adjustment amount of the first given torque of the i-th motor vehicle at least based on the adhesion torque of the i-th motor vehicle, and adjusting the first given torque based on the adjustment amount to obtain the second given torque" can be achieved by the following steps:

[0066] Step S21, subtracting the adhesion torque from the first given torque of the i-th motor vehicle to obtain a first result.

[0067] In the embodiment of the present application, the first given torque is determined by the electronic device based on the operation plan. For the automatic driving system, the electronic device stores the first given torque of the i-th motor vehicle at various positions and under various operating conditions.

[0068] Step S22: determining an adjustment amount based on the first result and a preset percentage.

[0069] In the embodiment of the present application, the preset percentage can be set according to actual conditions, for example, 50%.

[0070] Step S23: adjusting the first given torque of the first train based on the adjustment amount to obtain the second given torque.

[0071] In the embodiment of the present application, the adjustment is usually a reduction, that is, the first given torque minus the adjustment amount is used to obtain the second given torque.

[0072] In the embodiment of the present application, the adjustment amount is determined by the first given torque and the adhesion torque, so that the determined adjustment amount will not be too large, thereby avoiding the situation where the adhesion torque is unloaded too much due to the adjustment amount being too large, causing the electric brake to be taken over by the mechanical brake, and preventing excessive mechanical braking from causing brake shoe wear.

[0073] In some embodiments, step S103 "determining the allocated torque of each target motor vehicle based on the torque to be allocated" can be implemented in the following manner:

[0074] Step S31, determining the number of target motor vehicles, and dividing the torque to be distributed by the number to obtain the distributed torque of each target motor vehicle.

[0075] In the embodiment of the present application, after the i-th motor vehicle is determined, the number of target motor vehicles can be determined based on the number of motor vehicles stored in advance. For example, N is 4, and the train is a 4-motor and 2-trailer formation. When i is 1, the target motor vehicles include: the 2nd motor vehicle, the 3rd motor vehicle, and the 4th motor vehicle. That is, the number of target motor vehicles is 3. At this time, it can be determined that the allocated torque of each target motor vehicle is one third of the torque to be allocated. That is, the torque to be allocated is evenly distributed to the following motor vehicles.

[0076] In some embodiments, step S103 "determining the allocated torque of each target motor vehicle based on the torque to be allocated" can be implemented in the following manner:

[0077] Step S32, determining the distances between each target motor vehicle and the i-th motor vehicle.

[0078] In the embodiment of the present application, each train may have a number, and each train may be numbered in sequence. The difference between the numbers of each target train and the i-th train may be used as the distance between each target train and the i-th train. For example, i is 1, and the distance between the target train numbered 2 and the train numbered 1 is 1, and the distance between the target train numbered 3 and the winter solstice train numbered 1 is 2. It is simpler to determine the distance by train number.

[0079] Step S33, distributing the to-be-distributed torque based on the magnitude relationship of each distance to obtain the distributed torque of each target motor vehicle, wherein the larger the distance, the larger the corresponding distributed torque.

[0080] The size relationship of each distance can be compared. The larger the distance, the greater the distributed torque.

[0081] In the embodiment of the present application, since the target EMUs did not idle and / or coast, but the i-th EMU did idle and / or coast, the adjustment amount of the i-th EMU is allocated to the target EMU, thereby maintaining a small change in the total traction / braking force, reducing the idling / coasting frequency of the i-th EMU, and improving the efficiency of the traction / braking force, thereby reducing the train delay rate caused by rainy and snowy weather.

[0082] In some embodiments, in step S104, "generating a first control instruction for each target motor vehicle at least based on the allocated torque of each target motor vehicle, so as to control the operation of each target motor vehicle based on the first control instruction" can be implemented in the following manner:

[0083] Step S41, based on the operation plan, determine the initial given torque of each target motor vehicle.

[0084] In the embodiment of the present application, the operation plan is pre-stored in the electronic device, and the electronic device controls the train operation based on the operation plan.

[0085] In the embodiment of the present application, the operation plan includes the initial given torque of each target motor vehicle.

[0086] Step S42, determining the target given torque of each target motor vehicle based on the initial given torque of each target motor vehicle and the allocated torque corresponding to each target.

[0087] In the embodiment of the present application, the initial given torque of each target motor vehicle may be added to the distributed torque to obtain the target given torque of each target motor vehicle.

[0088] Step S43, generating a first control instruction for each target motor vehicle based on the target given torque of each target motor vehicle, and controlling the operation of each target motor vehicle based on the first control instruction.

[0089] In the embodiment of the present application, when the torque distribution is evenly distributed, the first control instruction can be directly sent to each target motor vehicle. When the torque distribution is based on distance, there needs to be a certain time interval between sending the first control instruction to each target motor vehicle.

[0090] In some embodiments, the number of the target motor vehicles is M, and step S43 "generating a first control instruction for each target motor vehicle based on the target given torque of each target motor vehicle, and controlling the operation of each target motor vehicle based on the first control instruction" can be implemented by the following steps: Figure 2 A schematic diagram of a process flow for controlling each target train provided in an embodiment of the present application is as follows: Figure 2 As shown, including:

[0091] Step S431, sending a first control instruction corresponding to the mth target motor vehicle to the mth target motor vehicle;

[0092] Step S432, obtaining feedback information of the mth target motor vehicle, wherein the feedback information is used to feedback whether the given torque of the mth target motor vehicle has increased to the target given torque corresponding to the mth target motor vehicle;

[0093] Step S433, when it is determined based on the feedback information that the given torque of the mth target motor vehicle is adjusted to the target given torque corresponding to the mth target motor vehicle, the first control instruction corresponding to the m+1th target motor vehicle is sent to the m+1th target motor vehicle, so that the given torque of the m+1th target motor vehicle is adjusted to the target given torque corresponding to the m+1th target motor vehicle, where M≥2,1≤m≤M.

[0094] In the embodiment of the present application, the torque rising points and falling points of each target EMU to which the torque is distributed are different. After the torque of the EMU close to the i-th EMU rises to the target value, the torque of other EMUs begins to rise to the target value, and the torque falling process is the same as the rising process. In this way, the total distributed torque distributed to other vehicles is equivalent to the given torque reduced by the i-th EMU, avoiding large changes in the total traction / braking force due to adjustment.

[0095] In some embodiments, after step S101 or step S104, the method further includes:

[0096] Step S105, obtaining operating line information.

[0097] Step S106, when it is determined based on the operating line information that the train will enter the open air from the tunnel, the speed of the train is increased in the tunnel, and the train is driven in a coasting mode during the process of exiting the tunnel.

[0098] In the embodiment of the present application, by increasing the speed of the train and adopting an inertia condition when driving out of the tunnel, the frequency of idling and / or sliding of the train can be reduced without affecting the average speed of the train.

[0099] Step S107, when it is determined based on the operating line information that the train will enter a ramp, adjusting the power of each motor vehicle before entering the ramp.

[0100] In the embodiment of the present application, by adjusting the power of each motor vehicle, the excessive fluctuation of traction force / braking force caused by the annual control of the motor vehicle can be reduced.

[0101] Step S108, when it is determined based on the operating line information that the train is traveling in the open air, the operating speed is reduced and the coasting time of the train is extended.

[0102] In the embodiment of the present application, the frequency of idling and / or sliding of the train can be reduced by reducing the operating speed and extending the coasting time of the train.

[0103] Based on the above embodiments, the present application provides a train control method. In the present application, the electronic device may be a network system TCMS or a signal system ATO. Figure 3 A schematic diagram of the structure of a train control system provided in an embodiment of the present application is shown in FIG. Figure 3 As shown, the signal system sends the operation plan, line and infrastructure information to the TCMS or the on-board ATO, and the TCMS or the on-board ATO obtains adhesion warning information, axle weight, etc. from each power car, and the TCMS or the on-board ATO distributes the traction force to each power car. In the embodiment of the present application, the electronic device is taken as an example for explanation.

[0104] The network system TCMS controls the running of the train in the automatic driving mode, including the start / stop and acceleration / deceleration of the train. The network system TCMS can replace the driver to implement protective intervention on the idling / sliding of the train. When the rail surface is affected by leaves, rain, snow, oil, etc., resulting in a decrease in the adhesion coefficient between the train wheels and the rail surface (mostly elevated lines), the bottom control unit (the same as the control system of each motor vehicle in the above embodiment) detects that the wheel-rail adhesion condition has deteriorated, resulting in failure to meet the current traction / braking force normal conditions, and uploads detailed adhesion warning information to TCMS. After obtaining the control information of each unit of the entire train, TCMS dynamically allocates power instructions to different units according to the control information, axle weight transfer and power demand. When the wheel-rail condition of one unit is poor and the wheel-rail condition of another unit is good, the power demand distribution can be appropriately transferred through TCMS, and the power demand can also be redistributed according to the difference in axle weight of each unit, thereby reducing the probability of idling / sliding and improving the efficiency of traction / braking force.

[0105] TCMS can take advantage of the complete acquisition of the entire train signal, and can more effectively and accurately judge whether the wheel-rail adhesion condition of the train control unit has deteriorated based on the anti-idling / anti-skidding judgment criteria adopted by some train bottom control units, so as to make predictions in advance and take corresponding power distribution measures. TCMS can also use the acquired line and infrastructure conditions to adopt pre-precisely calculated strategies before the train goes up and down the ramp to reduce traction / braking fluctuations; before exiting the tunnel, appropriately increase the operating speed, and use the train idling condition during the tunnel exit to enter the open-air line; under open-air conditions, appropriately reduce the operating speed and extend the train idling time based on the actual situation of the line, while reducing the frequency of idling / skidding, and minimize the train delay rate caused by rain and snow.

[0106] Exemplarily, according to the formation of 4 motor cars and 2 trailer cars of the subway train, cars 1 to 4 represent the 1st to 4 motor cars in the forward direction of the train. When the wheel-rail adhesion condition deteriorates at a fixed point on the current line, the rail surface is partially cleaned after the train passes by due to the wheelset pressing, and the rail surface condition is improved, and the train is in a traction condition (similar to the braking condition). When car 1 passes the fixed point, the idling condition is detected by the bottom control unit, and the adhesion warning information is reported to TCMS. TCMS appropriately reduces the given torque of car 1 according to the adhesion warning information (the adjustment amount is generally 50% of the difference between the adhesion torque of the car and the given torque). At this time, since cars 2 to 4 do not idle, TCMS can distribute the given torque reduced by car 1 to cars 2 to 4 according to the reduction of 1 / 3. In some embodiments, TCMS can also distribute torque according to the distance from the current idling moving car.

[0107] In the embodiment of the present application, since the torque rising points and falling points of each EMU to which the torque is allocated are different, after the torque of the EMU that is close to the current idling EMU rises to the target value, the torque of other EMUs begins to rise to the target value, and the torque falling process is the same as the rising process, so that the total allocated torque allocated to other EMUs is equivalent to the given torque reduced by one EMU.

[0108] Similarly, when cars 2 to 4 pass the fixed point, the power demand is redistributed according to the above torque distribution principle. If the track surface conditions have not improved when cars 2 to 4 pass the fixed point, the power distribution plan can refer to the strategy when car 1 passes. In addition, TCMS can also redistribute power demand according to the difference in axle weight of each EMU. The larger the axle weight, the more power is allocated to the EMU.

[0109] TCMS can take advantage of the complete acquisition of the entire train signal. Based on the anti-idling / anti-skid judgment criteria adopted by some train's underlying control units, it can combine the signal system ATO information at the TCMS level to more timely and accurately judge whether the wheel-rail adhesion conditions of the train control unit have deteriorated, thereby making predictions in advance and taking corresponding power distribution measures.

[0110] In the embodiment of the present application, the application scenarios in which the ATO / TCMS intervenes in the train power distribution according to its own judgment results include:

[0111] 1) Before going up or down the ramp, ATO sends the acquired line and infrastructure information to TCMS, and TCMS redistributes the power of each EMU in advance to reduce the traction / braking force fluctuation caused by the bottom adhesion control;

[0112] 2) At the junction of the tunnel and the open-air track, before exiting the tunnel, the running speed should be appropriately increased. During the exit from the tunnel, the train should enter the open-air track by idling, and the frequency of idling / sliding should be reduced without affecting the average travel speed of the train;

[0113] 3) Under open-air conditions, the operating speed should be appropriately reduced and the train coasting time should be extended based on line information and operating conditions. While reducing the frequency of idling / gliding, the train delay rate caused by rain and snow should be minimized.

[0114] In the embodiment of the present application, the train uses the adhesion warning information fed back by different power units to redistribute power. Under the premise that the total traction / braking force is equivalent to that before distribution, the idling / skidding frequency of a single power unit is reduced, the traction / braking force efficiency is improved, and the train delay rate caused by rainy and snowy weather is reduced as much as possible. During the braking process, it can prevent the electric braking of a single power unit from being taken over by the mechanical braking due to excessive adhesion torque unloading, and prevent excessive mechanical braking from causing brake shoe wear. The train control method provided in the embodiment of the present application, through the advantage of the train using the network system to fully obtain the signals of the entire train, can make predictions in advance and take corresponding power distribution measures based on the anti-idling / anti-skidding judgment criteria adopted by some train bottom-level control units.

[0115] Based on the foregoing embodiments, an embodiment of the present application provides a control device for a train, wherein the modules included in the device and the units included in the modules can be implemented by a processor in a computer device; of course, they can also be implemented by a specific logic circuit; in the implementation process, the processor can be a central processing unit (CPU, Central Processing Unit), a microprocessor (MPU, Microprocessor Unit), a digital signal processor (DSP, Digital Signal Processing) or a field programmable gate array (FPGA, Field Programmable Gate Array), etc.

[0116] The present application provides a train control device. Figure 4 A schematic diagram of the structure of a train control device provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, the control device 400 of the train includes:

[0117] A first determination module 401 is used to determine an adjustment amount of a first given torque of the i-th motor vehicle based at least on the adhesion torque of the i-th motor vehicle when adhesion warning information of the i-th motor vehicle is obtained, and to adjust the first given torque based on the adjustment amount to obtain a second given torque;

[0118] A second determination module 402, configured to determine the adjustment amount as a torque to be distributed;

[0119] A third determination module 403 is used to determine the allocated torque of each target motor vehicle based on the torque to be allocated, wherein each target motor vehicle is the i+1th motor vehicle to the Nth motor vehicle;

[0120] The first control module 404 is used to generate a first control instruction for each target EMU at least based on the allocated torque of each target EMU, so as to control the operation of each target EMU based on the first control instruction, and to generate a second control instruction based on the second given torque to control the operation of the i-th EMU, 1≤i≤N-1, N≥2.

[0121] In some embodiments, the first determining module 401 includes:

[0122] A first calculation unit, configured to obtain a first result by subtracting the adhesion torque from a first given torque of the i-th motor vehicle;

[0123] a second calculation unit, configured to determine an adjustment amount based on the first result and a preset percentage;

[0124] An adjustment unit is used to adjust the first given torque of the first train based on the adjustment amount to obtain the second given torque.

[0125] In some embodiments, the third determination module 403 includes:

[0126] The first determination unit is used to determine the number of target motor vehicles, and to obtain the allocated torque of each target motor vehicle by dividing the torque to be allocated by the number.

[0127] In some embodiments, the third determination module 403 includes:

[0128] A second determining unit is used to determine each distance between each target motor vehicle and the i-th motor vehicle;

[0129] The allocating unit is used to allocate the to-be-allocated torque based on the magnitude relationship of each distance to obtain the allocated torque of each target motor vehicle, wherein the greater the distance, the greater the corresponding allocated torque.

[0130] In some embodiments, the first control module 404 includes:

[0131] A third determination unit is used to determine the initial given torque of each target motor vehicle based on the operation plan;

[0132] A first control unit is used to determine a target given torque for each target motor vehicle based on an initial given torque for each target motor vehicle and a distribution torque corresponding to each target;

[0133] The second control unit is used to generate a first control instruction for each target motor vehicle based on the target given torque of each target motor vehicle, and control the operation of each target motor vehicle based on the first control instruction.

[0134] In some embodiments, the number of the target motor vehicles is M, and the second control unit includes:

[0135] A first sending subunit, configured to send a first control instruction corresponding to the m-th target motor vehicle to the m-th target motor vehicle;

[0136] an acquisition subunit, used for acquiring feedback information of the mth target motor vehicle, wherein the feedback information is used for feeding back whether the given torque of the mth target motor vehicle has increased to the target given torque corresponding to the mth target motor vehicle;

[0137] The second sending sub-unit is used for sending the first control instruction corresponding to the m+1th target EMU to the m+1th target EMU when it is determined based on the feedback information that the given torque of the mth target EMU is adjusted to the target given torque corresponding to the m+1th target EMU, so that the given torque of the m+1th target EMU is adjusted to the target given torque corresponding to the m+1th target EMU, wherein M≥2,1≤m≤M.

[0138] In some embodiments, the train control device 400 further includes:

[0139] Acquisition module, used to obtain operating line information;

[0140] A second control module is used for increasing the speed of the train in the tunnel and idling in the process of exiting the tunnel when it is determined based on the operating line information that the train will enter the open air from the tunnel;

[0141] A third control module is used to adjust the power of each motor vehicle before entering the ramp when it is determined based on the operating line information that the train will enter the ramp;

[0142] The fourth control module is used to reduce the operating speed and extend the coasting time of the train when it is determined based on the operating line information that the train is traveling in the open air.

[0143] It should be noted that in the embodiment of the present application, if the above-mentioned method for determining the development parameters is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory (ROM, Read Only Memory), a disk or an optical disk. In this way, the embodiment of the present application is not limited to any specific combination of hardware and software.

[0144] Accordingly, an embodiment of the present application provides a storage medium on which a computer program is stored, characterized in that when the computer program is executed by a processor, the steps in the train control method provided in the above embodiment are implemented.

[0145] An embodiment of the present application provides an electronic device; Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is shown in FIG. Figure 5 As shown, the electronic device 500 includes: a processor 501, at least one communication bus 502, a user interface 503, at least one external communication interface 504, and a memory 505. The communication bus 502 is configured to realize the connection and communication between these components. The user interface 503 may include a display screen, and the external communication interface 504 may include a standard wired interface and a wireless interface. The processor 501 is configured to execute the control program of the train stored in the memory to implement the steps in the control method of the train provided in the above embodiment.

[0146] The description of the above display device and storage medium embodiments is similar to the description of the above method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the computer device and storage medium embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0147] It should be noted here that the description of the above storage medium and device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0148] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above-mentioned processes does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above-mentioned sequence numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0149] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0150] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0151] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed on multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0152] In addition, all functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0153] A person of ordinary skill in the art can understand that: all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM, Read Only Memory), disks or optical disks, etc. Various media that can store program codes.

[0154] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application can essentially or in other words, the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a controller to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0155] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling a train, wherein the train comprises N motor vehicles, characterized in that: The method comprises: When adhesion warning information of the i-th motor vehicle is obtained, an adjustment amount of a first given torque of the i-th motor vehicle is determined based at least on the adhesion torque of the i-th motor vehicle, and the first given torque is adjusted based on the adjustment amount to obtain a second given torque; determining the adjustment amount as the torque to be distributed; Determine the allocated torque of each target motor vehicle based on the torque to be allocated, wherein each target motor vehicle is the i+1th motor vehicle to the Nth motor vehicle; At least based on the allocated torque of each target EMU, a first control instruction is generated for each target EMU to control the operation of each target EMU based on the first control instruction, and a second control instruction is generated based on the second given torque to control the operation of the i-th EMU, 1≤i≤N-1, N≥2.

2. The method according to claim 1, characterized in that The method of determining an adjustment amount of a first given torque of the i-th motor vehicle at least based on the adhesion torque of the i-th motor vehicle, and adjusting the first given torque based on the adjustment amount to obtain a second given torque comprises: Subtract the adhesion torque from the first given torque of the i-th motor vehicle to obtain a first result; determining an adjustment amount based on the first result and a preset percentage; The first given torque of the i-th motor vehicle is adjusted based on the adjustment amount to obtain the second given torque.

3. The method according to claim 1, characterized in that The step of determining the allocated torque of each target motor vehicle based on the torque to be allocated comprises: The number of target motor vehicles is determined, and the torque to be distributed is divided by the number to obtain the distributed torque of each target motor vehicle.

4. The method according to claim 1, characterized in that: The step of determining the allocated torque of each target motor vehicle based on the torque to be allocated comprises: Determine each distance between each target motor vehicle and the i-th motor vehicle; The torque to be allocated is allocated based on the magnitude relationship of each distance to obtain the allocated torque of each target motor vehicle, wherein the larger the distance, the larger the corresponding allocated torque.

5. The method according to claim 4, characterized in that The step of generating a first control instruction for each target motor vehicle at least based on the distributed torque of each target motor vehicle, so as to control the operation of each target motor vehicle based on the first control instruction, comprises: Based on the operation plan, determine the initial given torque of each target EMU; Determine the target given torque of each target motor vehicle based on the initial given torque of each target motor vehicle and the allocated torque corresponding to each target; A first control instruction for each target motor vehicle is generated based on the target given torque of each target motor vehicle, and the operation of each target motor vehicle is controlled based on the first control instruction.

6. The method according to claim 5, characterized in that The number of the target motor vehicles is M, the first control instruction for each target motor vehicle is generated based on the target given torque of each target motor vehicle, and the operation of each target motor vehicle is controlled based on the first control instruction, including: Sending a first control instruction corresponding to the m-th target motor vehicle to the m-th target motor vehicle; Acquiring feedback information of the m-th target motor vehicle, wherein the feedback information is used to provide feedback on whether the given torque of the m-th target motor vehicle has increased to the target given torque corresponding to the m-th target motor vehicle; When it is determined based on the feedback information that the given torque of the mth target vehicle is adjusted to the target given torque corresponding to the mth target vehicle, the first control instruction corresponding to the m+1th target vehicle is sent to the m+1th target vehicle to adjust the given torque of the m+1th target vehicle to the target given torque corresponding to the m+1th target vehicle, where M≥2,1≤m≤M.

7. The method according to claim 1, characterized in that The method further comprises: Obtain operating route information; When it is determined based on the operating line information that the train will enter the open air from the tunnel, increasing the speed of the train in the tunnel and idling in the process of exiting the tunnel; When it is determined based on the operating line information that the train will enter a ramp, adjusting the power of each motor vehicle before entering the ramp; When it is determined based on the operating line information that the train is running in the open air, the operating speed is reduced and the coasting time of the train is extended.

8. A control device for a train, the train comprising N motor vehicles, characterized in that: include: a first determination module, configured to determine an adjustment amount of a first given torque of the i-th motor vehicle at least based on the adhesion torque of the i-th motor vehicle when adhesion warning information of the i-th motor vehicle is obtained, and to adjust the first given torque based on the adjustment amount to obtain a second given torque; A second determining module, configured to determine the adjustment amount as a torque to be distributed; A third determination module is used to determine the allocated torque of each target motor vehicle based on the torque to be allocated, wherein each target motor vehicle is the i+1th motor vehicle to the Nth motor vehicle; The first control module is used to generate a first control instruction for each target EMU at least based on the allocated torque of each target EMU, so as to control the operation of each target EMU based on the first control instruction, and to generate a second control instruction based on the second given torque to control the operation of the i-th EMU, 1≤i≤N-1, N≥2.

9. An electronic device, characterized in that: The method comprises a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, a train control method as claimed in any one of claims 1 to 7 is executed.

10. A storage medium, characterized in that: The computer program stored in the storage medium can be executed by one or more processors and can be used to implement the train control method as described in any one of claims 1 to 7.

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