A train constant speed control method and device, a railway vehicle and a medium

Abstract

The application discloses a train constant-speed control method and device, a railway vehicle and a medium, relates to the technical field of railway vehicles, and is used for realizing constant-speed control of a train. In view of the problem that constant-speed control cannot be realized when electric braking is insufficient or a train passes through a neutral section, a train constant-speed control method is provided. The total braking force size available in the constant-speed control mode is increased by adding air braking, so as to avoid the problem that the train cannot maintain constant speed when electric braking is insufficient or the train passes through a neutral section and there is no electric braking. Moreover, the added air braking is slightly greater than the gap between the electric braking force and the total braking force, which reserves sufficient dynamic adjustment space for the electric braking. When the train braking control is performed, the electric braking can be adjusted in the reserved dynamic adjustment space at will to meet the braking requirements of the train, and the total braking force size does not need to be adjusted by using air braking, so that the problem that the train braking is not timely due to air braking and further causes accidents and other problems does not occur.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicles, in particular to a train constant speed control method and device, a rail vehicle and a medium. BACKGROUND

[0002] In the current driving process of the rail vehicle, in order to ensure the stable operation of the train, a constant speed control mode is provided. When the driver controls the train to be in the constant speed control mode, the motor train unit can automatically apply a traction force or an electric braking force to drive at a pre-set speed. The train speed is stably controlled within ±2km / h of the target speed.

[0003] Since the air brake has the characteristics of slower response speed compared with the electric brake, elastic hysteresis in the application and release of the clamp, etc. Therefore, in the constant speed control mode, the air brake is not involved, and the braking force is provided by the electric brake. Therefore, when the electric brake is insufficient or enters the phase separation area, the train acceleration may be limited, and the constant speed cannot be maintained, and even the train speed exceeds the target speed too much and triggers the protection brake.

[0004] Therefore, the present technical personnel in the field urgently need a train constant speed control method to solve the problem that the constant speed control cannot be realized when the electric brake is insufficient or the train is in phase separation. SUMMARY

[0005] The purpose of the present application is to provide a train constant speed control method, device, rail vehicle and medium to solve the problem that the constant speed control cannot be realized when the electric brake is insufficient or the train is in phase separation.

[0006] To solve the above technical problems, the present application provides a train constant speed control method, comprising:

[0007] When the entering constant speed mode instruction issued by the driver control console is received, the total braking force is determined according to the target speed, the current speed, the current acceleration and the total traction force;

[0008] According to the total braking force, the train outputs a corresponding amount of air braking force and electric braking force; wherein the air braking force is not less than the difference between the total braking force and the maximum available electric braking force.

[0009] Preferably, according to the total braking force, the train outputs a corresponding amount of air braking force and electric braking force, comprising:

[0010] Compare the total braking force with the maximum available electric braking force;

[0011] When the maximum available electric braking force is greater than or equal to the total braking force, the air braking force output by the train is 0, and the electric braking force is equal to the total braking force;

[0012] When the maximum available electric braking force is less than the total braking force, the train is controlled to output corresponding amounts of air braking force and electric braking force; wherein the air braking force is greater than the difference between the total braking force and the maximum available electric braking force.

[0013] Preferably, the control of the train to output the air braking force comprises:

[0014] The air braking force of the trailer is output, and when the air braking force of the trailer is insufficient, the air braking force of the motor car is output.

[0015] Preferably, the control of the train to output the air braking force further comprises:

[0016] When the electric braking unloading instruction issued by the cab is received, the electric braking force is reduced according to the electric braking unloading instruction, and the output of the air braking force is increased at the same rate until the electric braking force is reduced to 0.

[0017] Preferably, when the train is in a phase separation area, the output air braking force is the difference between the total braking force and the medium pressure holding braking force.

[0018] Preferably, the train comprises a plurality of trailers, and the control of the train to output the air braking force comprises:

[0019] The air braking force is output by each trailer in an even manner.

[0020] Preferably, the control of the train to output the air braking force further comprises:

[0021] If the difference between the current speed and the target speed exceeds a preset threshold, an alarm is given and a protection braking is triggered.

[0022] To solve the above technical problems, the application further provides a train constant speed control device, comprising:

[0023] A determination module is configured to determine the total braking force according to the target speed, the current speed, the current acceleration and the total traction force when receiving an entering constant speed mode instruction issued by the cab;

[0024] A constant speed control module is configured to control the train to output corresponding amounts of air braking force and electric braking force according to the total braking force; wherein the air braking force is not less than the difference between the total braking force and the maximum available electric braking force.

[0025] Preferably, the constant speed control module is specifically configured to:

[0026] The total braking force is compared with the maximum available electric braking force;

[0027] When the maximum available electric braking force is greater than or equal to the total braking force, the train is controlled to output 0 air braking force and the electric braking force equal to the total braking force;

[0028] When the maximum available electric braking force is less than the total braking force, the train outputs a corresponding amount of air braking force and electric braking force; wherein the air braking force is greater than the difference between the total braking force and the maximum available electric braking force.

[0029] Preferably, the constant speed control module controls the train to output the air braking force comprises:

[0030] The air braking force of the trailer is output, and when the air braking force of the trailer is insufficient, the air braking force of the motor car is output.

[0031] Preferably, the train constant speed control device further comprises:

[0032] The electric-air conversion module is configured to, when receiving the electric braking unloading instruction issued by the cab, reduce the electric braking force according to the electric braking unloading instruction, and increase the output of the air braking force at the same rate until the electric braking force is reduced to 0.

[0033] Preferably, when the train is in the split phase area, the constant speed control module controls the train to output the air braking force as the difference between the total braking force and the medium pressure holding braking force.

[0034] Preferably, the train comprises a plurality of trailers, and the constant speed control module controls the train to output the air braking force comprises: the air braking force is uniformly distributed by each trailer for output.

[0035] Preferably, the train constant speed control device further comprises:

[0036] The warning protection module is configured to, if the difference between the current speed and the target speed exceeds the preset threshold, issue a warning and trigger a protection braking.

[0037] To solve the above technical problems, the application also provides a rail vehicle, comprising:

[0038] The memory is configured to store the computer program.

[0039] The processor is configured to execute the computer program to implement the steps of the train constant speed control method.

[0040] To solve the above technical problems, the application also provides a computer readable storage medium, the computer readable storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the train constant speed control method.

[0041] The train constant speed control method provided by the application adds air brake when the train is in the constant speed control mode, so as to increase the total brake force available in the constant speed control mode, thereby avoiding the problem that the train cannot maintain constant speed when the electric brake is insufficient or the train is in the over-phase condition without electric brake. Moreover, the air brake added by the above method only needs to meet the condition that the air brake is not less than the difference between the total brake force and the maximum available electric brake force, that is, the added air brake is slightly larger than the gap of the electric brake force relative to the total brake force, so that sufficient dynamic adjustment space is reserved for the electric brake. When the train brake control is performed, the electric brake can be adjusted in the reserved dynamic adjustment space to meet the brake requirement of the train, and the air brake is not needed to adjust the total brake force, so that the problems such as slow response speed of the air brake compared with the electric brake, elastic hysteresis of the caliper application and release, and the like, do not occur, and the train brake is not timely, thereby causing accidents and the like.

[0042] The train constant speed control device, the rail vehicle and the computer readable storage medium provided by the application correspond to the above method, and have the same effect. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the embodiments of the application, the drawings needed in the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0044] Figure 1 A flowchart of a train constant speed control method provided by the application;

[0045] Figure 2 A schematic diagram of the change of brake force when the train is in the large downhill working condition;

[0046] Figure 3 A structure diagram of a train constant speed control system provided by the application;

[0047] Figure 4 A schematic diagram of the change of brake force when the train is in the over-phase working condition;

[0048] Figure 5 A structure diagram of a train constant speed control device provided by the application;

[0049] Figure 6 A structure diagram of a rail vehicle provided by the application. DETAILED DESCRIPTION

[0050] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0051] The core of the present application is to provide a train constant speed control method and device, a railway vehicle and a medium.

[0052] In order to enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0053] In the current driving process of the railway vehicle, various auxiliary driving functions are designed to reduce the driving burden of the train driver. For example, when the train enters a relatively stable driving state and does not need to frequently or greatly change the driving speed, the driver can control the train to enter a constant speed mode, and the train can automatically apply traction and electric braking force to drive at the target speed set by the driver, and the vehicle speed is usually controlled within ±2km / h of the target speed.

[0054] Since the air brake has the characteristics of slow response speed, elastic hysteresis of clamp application and release, etc., the air brake cannot meet the demand for the constant speed control mode which needs to frequently change the size of the braking force. Therefore, the constant speed control of the train does not involve the air brake, and is only realized by the electric brake.

[0055] It is easy to know that the electric braking capacity of the train is limited. When the train is in a large downhill working condition, the electric braking force may not be sufficient to limit the train speed. When the train enters a split-phase area, the electric braking is reduced to 0. The above-mentioned conditions make the train unable to maintain the current speed, and thus the constant speed mode has to be exited, and even the protection brake is triggered due to overspeed. Therefore, to solve the above-mentioned problems, as shown in the present application, a train constant speed control method is provided, which comprises: Figure 1

[0056] S11: When receiving the entering constant speed mode instruction issued by the driver's console, the total braking force is determined according to the target speed, the current speed, the current acceleration and the total traction force.

[0057] In the actual scene, the driver can control the train to enter the constant speed mode and set or adjust the target speed through the mode selection button, handle and human-computer interaction interface. Thereafter, the motor train unit can automatically apply traction or electric braking force to drive at a certain speed without controlling the handle.

[0058] ​It should be noted that the control of the total braking force in the above steps can be determined by more parameters in actual implementation, such as the resistance currently experienced by the train. The purpose of introducing more parameters is to improve the accuracy of the calculated total braking force, and it does not affect the acquisition of the total braking force. Therefore, this application only provides one possible implementation method. In practical applications, those skilled in the art can choose other suitable methods for determining the total braking force according to the actual train configuration, and this application does not impose any restrictions on this.

[0059] S12: Based on the total braking force, control the train to output corresponding amounts of air braking force and electric braking force.

[0060] Among them, the air braking force is not less than the difference between the total braking force and the maximum available electric braking force.

[0061] In other words, this application uses air braking to compensate for the insufficient braking force of electric braking, thus solving the problem of insufficient electric braking force to maintain a constant train speed. However, it does not rely entirely on air braking; rather, it supplements the electric braking with an appropriate amount of air braking. This ensures sufficient braking force while allowing for adjustment to leverage the advantages of electric braking, such as its fast response speed. When electric braking is available, the supplementary air braking should be slightly larger than the braking force gap in the electric braking system.

[0062] In one possible implementation scenario, if electric braking is available and the total braking force required by the train is less than the maximum available electric braking force, then electric braking is used first to maximize its advantages, such as fast response and good consistency in braking and releasing across the entire train. That is, the corresponding amount of electric braking force output at this time equals the total braking force currently required by the train, while the air braking force is zero.

[0063] In another application scenario, the train, such as Figure 2 As shown, in a steep downhill condition, electric braking is available but insufficient to meet the braking requirements of the train. In this case, air braking is used to make up the gap, and the output air braking force should be slightly greater than the gap of electric braking, so as to leave a certain dynamic adjustment space for electric braking, so as to make full use of the advantages of fast response of electric braking, which is beneficial to the control of train speed.

[0064] There is also a possible application scenario where the train crosses a phase divide. At this time, because the overhead contact line is de-energized, the electric brake is unavailable. The output electric braking force is zero, and the total braking force requirement is entirely provided by the air brake to ensure that the train does not exceed the speed limit.

[0065] It is easy to know that the above three cases are only several common working conditions in actual train operation, but it does not mean that the train constant speed control method provided by the application can only be used in the above three working conditions. The above description is only an exemplary description for facilitating understanding of how to output the corresponding amount of air brake force and electric brake force, and does not limit the method provided by the application.

[0066] However, for the above three exemplary application scenarios, the embodiment further provides a preferred implementation, and the step S12 of controlling the train to output the corresponding amount of air brake force and electric brake force according to the total brake force specifically includes:

[0067] S121: compare the total brake force with the maximum available electric brake force, and determine whether the total brake force is greater than the maximum available electric brake force. If yes, go to step S122, and if no, go to step S123.

[0068] S122: control the train to output 0 air brake force and electric brake force equal to the total brake force.

[0069] S123: control the train to output the corresponding amount of air brake force and electric brake force.

[0070] Among them, the air brake force is greater than the difference between the total brake force and the maximum available electric brake force. Generally, the air brake force is slightly greater than the difference between the total brake force and the maximum available electric brake force according to the actual situation, and the degree of being greater is determined according to the actual working condition.

[0071] It should be further pointed out that the constant speed control of the above method is implemented in hardware, and one possible implementation is as shown in Figure 3 The Central Control Unit (CCU), the Transmission Control Unit (TCU), the Brake Control Unit (BCU), the Human Machine Interface (HMI), the driver's console and the Input / Output (I / O) module of the motor train unit are involved. Among them, the HMI, the driver's console and the I / O module mainly realize the human-computer interaction between the driver and the train, the CCU sends the demand for the size of the traction force or the electric brake force output to the TCU in real time, and sends the demand for the size of the air brake force output to the BCU in real time. The above devices are connected through the communication network in the train, and the transmission of control signals and data is realized.

[0072] The train constant speed control method provided in the application, after calculating the total braking force currently required by the train, applies a corresponding amount of air braking force and electric braking force. In certain specific application scenarios, the output air braking force or electric braking force can be zero, but when electric braking cannot meet the braking demand of the train, air braking is used to make up for the gap in electric braking to ensure that the train does not exceed the speed. At the same time, the application of electric braking also ensures that the train can control the train speed through a faster response electric braking, which is more conducive to maintaining the constant speed of the train, ensuring the smooth operation of the train and optimizing the passenger riding experience. In addition, electric braking has better consistency in braking and releasing of the whole train, which is conducive to suppressing the impulse generated by the train and further improving the riding comfort of the train.

[0073] It is easy to know that, in addition to the disadvantages of slower response speed and poor consistency in braking and releasing of the whole train, air braking also has some other shortcomings: air braking has the problem of unavailability in specific application scenarios such as braking thermal load of the motor car and anti-skid control.

[0074] Therefore, to solve the above problems of air braking, the embodiment also provides a preferred embodiment, and the output air braking force in the step S12 is specifically:

[0075] The air braking force of the trailer is output, and when the air braking force of the trailer is insufficient, the air braking force of the motor car is output.

[0076] It is easy to know that the air braking unavailable situation in the application scenarios such as braking thermal load and anti-skid control is mainly for the motor car, and the trailer has no electric braking, so there is no above problem. Therefore, when air braking is applied, preferentially using the air braking of the trailer can effectively solve the problem of air braking unavailability in specific application scenarios and ensure the availability of the method.

[0077] In addition, it is easy to know that the motor car can provide electric braking force and air braking force, while the trailer can only provide air braking force, so electric braking can only be applied to the motor car. Then, considering the balance and uniform distribution of the braking force of the whole train, preferentially using the trailer to apply air braking is also a more optimal implementation.

[0078] Further, also in order to ensure the balance of the braking force of the whole train, the embodiment also provides a preferred embodiment, when the train includes multiple trailers, the output air braking force in the step S12 is specifically:

[0079] The air braking force is uniformly distributed and output by each trailer.

[0080] On the basis of air brake priority use of trailer, further average distribution of total air brake force required to be applied to each section trailer, so that the overall train braking force application is more balanced, more conducive to the smooth running of the train, improve the comfort of travel.

[0081] And for the realization of air brake force output of each trailer, the embodiment provides a possible implementation: the train control and management system (TCMS) uniformly calculates the train traction force and brake force, and directly sends the specific traction force and brake force percentage required to be executed to the TCU and BCU, so as to realize the same control of traction force and brake force, and also realize the uniform output of traction force and brake force between each compartment.

[0082] In addition to the above-mentioned embodiments, the above-mentioned embodiments can realize the average distribution of brake force, and can also realize other traction or brake strategies, for example, when part of the TCU or BCU of the car compartment fails, the TCMS can compensate the traction force or brake force of the failed device on other devices to ensure the normal traction or braking of the train. Further, when the train is in a relatively stable driving state, for example, when the train is in a flat road condition, the traction or braking of individual carriages can be selectively closed, and other carriages can be used to perform traction and braking in the most efficient way, realizing energy-saving operation of the train.

[0083] The preferred scheme provided by the embodiment is equivalent to proposing a preferred distribution strategy for brake force output distribution. Unlike the electric brake priority principle disclosed in the above-mentioned embodiments, the embodiment proposes a trailer priority principle for the application scenario that electric braking is not enough to meet the overall vehicle braking demand. When air brake needs to be supplemented, air brake of trailer is preferentially output. On the one hand, trailer has no electric brake, and air brake cannot be used due to brake heat load and anti-skid control. On the other hand, motor car has output electric brake, and if air brake is also output, the distribution of overall vehicle braking force is too concentrated, which is not conducive to the stable running of the train. Therefore, the strategy of preferentially outputting air brake of trailer is adopted. Further, on the basis of preferentially outputting air brake of trailer, the TCMS can also uniformly allocate brake force output to realize the average distribution of brake force between each section trailer, further ensure the uniform distribution of train brake force, and thus be conducive to the stability of train running and improve the comfort of passengers and crew.

[0084] From the above embodiments, one application scenario of the train constant speed control method provided by the application is better than the existing train constant speed control method, that is, when the train passes through the neutral section. When the train is about to enter the neutral section, the train needs to unload the traction force to ensure that the train speed is controllable when the train enters the neutral section and causes the overhead line to have no power. Correspondingly, the unloading of the traction force is because the neutral section has no power, and for the same reason, the electric brake cannot be used when the train is in the neutral section, and the electric brake also needs to be unloaded. At this time, the existing constant speed control method cannot be used, and the train cannot maintain constant speed control when passing through the neutral section, especially when the train is in a downhill working condition, which may also cause the train to overspeed.

[0085] Based on the above problems, the present embodiment provides a preferred embodiment, and the above method further comprises:

[0086] When receiving the electric brake unloading instruction issued by the driver console, the electric brake force is reduced according to the electric brake unloading instruction, and the output of the air brake force is increased at the same rate until the electric brake force is reduced to 0.

[0087] When the train is about to enter the neutral section, the driver needs to unload the traction and electric brake in advance according to the road conditions, that is, the driver issues an electric brake unloading instruction through the driver console. When the BCU receives the electric brake unloading instruction, the electric brake is unloaded at a certain rate. At this time, according to the above preferred scheme, the present embodiment increases the air brake at the same rate as the electric brake reduction rate to compensate for the lack of electric brake and make the transition of the electric brake and the air brake of the train smooth. When the train enters the neutral section and has no electric brake, the air brake can undertake the original braking task.

[0088] Similarly, when the train exits the neutral section and restores the electric brake capability, the air brake should also be unloaded at the same speed according to the recovery rate of the electric brake force until the electric brake is restored to complete, so as to realize the smooth transition of the braking when the train enters and exits the neutral section, and the change of the braking force is as shown in Figure 4 .

[0089] And how to determine the total braking force when the train is in the neutral section, the present embodiment provides another preferred embodiment: when the train is in the neutral section, the output air brake force is the difference between the total braking force and the medium-pressure holding braking force.

[0090] In the scenario of passing through the neutral section, the overhead line has no power, and the traction motor also has no power supply, and works in the generator mode. At this time, the traction motor can provide a braking force called medium-pressure holding braking force. Therefore, when determining the air brake force, the medium-pressure holding braking force is considered, which can effectively improve the accuracy of the determination of the air brake force.

[0091] However, it is easy to understand that the determination of the train braking in the actual working condition includes not only the above two kinds of braking force, and the air braking force and the medium pressure holding braking force are the main braking forces in the scene of the train passing through the neutral section, so the above embodiments are used to ensure the accuracy of the determination of the air braking force, and if there are other forces that can play a braking role, they can also be used as one of the determination conditions of the air braking force, and the embodiments do not limit this.

[0092] It should be further pointed out that in actual application, the existing train constant speed control generally controls the train speed within ±2km / h of the target speed, considering that in the application scenario to which the embodiments are directed, there is no electric braking, and only air braking is used to control the train speed, and the response of air braking is slower than that of electric braking, so the above speed range can be appropriately relaxed, for example, one possible implementation is to control the train speed within ±5km / h of the target speed.

[0093] A preferred embodiment provided by the embodiments maintains the total braking force applied to the train unchanged by converting the electric braking and the air braking at the same rate when the train enters and exits the neutral section, maintains the stability of the train operation, and improves the riding comfort of the driver and passengers. In addition, the medium pressure holding braking force generated when the train is in the neutral section and the traction motor works in the generator mode is considered, and is introduced into the calculation process of the air braking force, so that the determination of the air braking is more accurate, and the braking effect of the train is guaranteed, which is conducive to improving the riding experience from another aspect.

[0094] It is easy to know that the train constant speed control method disclosed in the above embodiments of the present application can effectively solve the problem of train overspeed caused by the lack of electric braking force or the unavailability of electric braking when the train constant speed control is performed. However, the implementation of the above technical effect is based on the normal working condition of the train, and if the train fails or is in an extreme working condition, the phenomenon of overspeed may still occur. In order to further ensure the safety of the train, the embodiments provide a preferred embodiment, and the above method further comprises:

[0095] If the difference between the current speed and the target speed exceeds the preset threshold, an alarm is given and a protection braking is triggered.

[0096] The above-mentioned preset threshold can be adjusted according to the actual situation, and in general, 5km / h can be used as the preset threshold.

[0097] As for the alarm, the light, sound and display devices such as the indicator light, display screen and buzzer arranged in the driver's room can be used for sound and light alarm to prompt the driver that the running state of the train is abnormal and the speed is out of control, and trigger the protection braking to protect the safety of the train.

[0098] The preferred scheme provided by the embodiment compares the difference between the current speed of the train and the target speed with the preset threshold, and alarms the driver and other related crew when the preset threshold is exceeded, so as to timely remind the crew to check and solve the train fault, and trigger the protection braking of the train, thereby ensuring the safety of passengers and improving the safety of the train.

[0099] In the above embodiment, a train constant speed control method is described in detail, and the application also provides an embodiment of a train constant speed control device. It should be noted that the embodiment of the device part is described from two angles, one is based on the functional module, and the other is based on the hardware.

[0100] Based on the functional module, as shown in Figure 5 The embodiment provides a train constant speed control device, which comprises:

[0101] The determining module 21 is configured to determine the total braking force according to the target speed, the current speed, the current acceleration and the total traction force when receiving the entering constant speed mode instruction issued by the driver's cab.

[0102] The constant speed control module 22 is configured to control the train to output corresponding amounts of air braking force and electric braking force according to the total braking force, and the air braking force is not less than the difference between the total braking force and the maximum available electric braking force.

[0103] In a preferred embodiment, the constant speed control module is specifically configured to:

[0104] Compare the total braking force with the maximum available electric braking force.

[0105] When the maximum available electric braking force is greater than or equal to the total braking force, the air braking force output by the train is 0, and the electric braking force is equal to the total braking force.

[0106] When the maximum available electric braking force is less than the total braking force, the train outputs corresponding amounts of air braking force and electric braking force, and the air braking force is greater than the difference between the total braking force and the maximum available electric braking force.

[0107] In a preferred embodiment, the constant speed control module controls the train to output the air braking force, which comprises:

[0108] The air braking force of the trailer is output, and when the air braking force of the trailer is insufficient, the air braking force of the motor car is output.

[0109] In a preferred embodiment, the train constant speed control device further comprises:

[0110] The electric-air conversion module is configured to reduce the electric braking force according to the electric braking unloading instruction and increase the output of the air braking force at the same rate until the electric braking force is reduced to 0 when receiving the electric braking unloading instruction issued by the console.

[0111] In a preferred embodiment, when the train is in a phase separation area, the constant speed control module controls the air braking force output by the train to be the difference between the total braking force and the medium pressure holding braking force.

[0112] In a preferred embodiment, the train includes multiple trailers, and the constant speed control module controls the air braking force output by the train to include that the air braking force is uniformly distributed and output by each trailer.

[0113] In a preferred embodiment, the train constant speed control device further includes:

[0114] The warning protection module is configured to issue a warning and trigger a protection braking if the difference between the current speed and the target speed exceeds a preset threshold.

[0115] Since the embodiments of the device part correspond to the embodiments of the method part, the embodiments of the device part are described in the description of the embodiments of the method part, which will not be described here.

[0116] The train constant speed control device provided in the embodiment calculates the total braking force required by the train through the determination module, and then applies a corresponding amount of air braking force and electric braking force through the constant speed control module. In some specific application scenarios, the air braking force or the electric braking force output by the constant speed control module can be zero, but when the electric braking cannot meet the braking demand of the train, the air braking can make up for the gap of the electric braking to ensure that the train does not overspeed. At the same time, the application of electric braking also ensures that the train can control the speed of the train through the response of the electric braking, which is more conducive to keeping the train at a constant speed, ensuring the smooth operation of the train, and optimizing the passenger riding experience. In addition, the electric braking has better consistency in braking and relieving of the whole train, which is conducive to suppressing the impulse generated by the train and further improving the riding comfort of the train.

[0117] Figure 6 A structural diagram of a rail vehicle provided in another embodiment of the present application is shown in FIG. 1, which includes a memory 30 for storing a computer program, a processor 31 for executing the computer program to implement the steps of the train constant speed control method provided in the above embodiment, and a display 32 for displaying the result of the train constant speed control method. Figure 6

[0118] The processor 31 is configured to execute the computer program to implement the steps of the train constant speed control method provided in the above embodiment.

[0119] The rail vehicle provided in the embodiment can include but is not limited to a smart phone, a tablet computer, a notebook computer, or a desktop computer, etc. The rail vehicle provided in the embodiment can include but is not limited to a smart phone, a tablet computer, a notebook computer, or a desktop computer, etc.

[0120] The processor 31 can include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 31 can be implemented in at least one of a hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic array (PLA), etc. The processor 31 can also include a main processor and a coprocessor. The main processor is a processor for processing data in a wake-up state, also referred to as a central processing unit (CPU). The coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 31 can be integrated with a graphics processor (GPU) for rendering and drawing content required to be displayed by the display screen. In some embodiments, the processor 31 can further include an artificial intelligence (AI) processor for processing computing operations related to machine learning.

[0121] The memory 30 can include one or more computer-readable storage media that can be non-transitory. The memory 30 can further include a high-speed random access memory, and a nonvolatile memory such as one or more disk storage devices, flash storage devices. In this embodiment, the memory 30 is at least used to store the following computer program 301, wherein the computer program is loaded and executed by the processor 31, and can implement the related steps of the train constant speed control method disclosed in any of the preceding embodiments. In addition, the resources stored by the memory 30 can further include an operating system 302 and data 303, etc., and the storage mode can be temporary storage or permanent storage. The operating system 302 can include Windows, Unix, Linux, etc. The data 303 can include but is not limited to a train constant speed control method, etc.

[0122] In some embodiments, the track vehicle can further include a display screen 32, an input / output interface 33, a communication interface 34, a power supply 35, and a communication bus 36.

[0123] Those skilled in the art can understand that the structure shown in the above embodiments does not constitute a limitation on a track vehicle, and can include more or fewer components than those shown. Figure 6 The structure shown in the above embodiments does not constitute a limitation on a track vehicle, and can include more or fewer components than those shown.

[0124] The track vehicle provided by the embodiment of the present application comprises a memory and a processor, and the processor can realize the following method when executing the program stored in the memory: a train constant speed control method.

[0125] The track vehicle provided by the embodiment of the present application comprises a memory and a processor, and the processor can realize the following method when executing the program stored in the memory: a train constant speed control method.

[0126] Finally, the present application also provides an embodiment corresponding to a computer readable storage medium. The computer readable storage medium stores a computer program, and the computer program is executed by a processor to realize the steps recorded in the above method embodiment.

[0127] It can be understood that if the method in the above embodiment is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and executes all or part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0128] The computer readable storage medium provided by the embodiment can realize that, after the total braking force currently required by the train is determined, the total braking force is divided into corresponding amounts of air braking force and electric braking force for application. In some specific application scenarios, the output air braking force or electric braking force can be zero, but when the electric braking cannot meet the braking demand of the train, the gap of the electric braking can be supplemented by the output air braking to ensure that the train does not overspeed, thereby improving the safety of train running. At the same time, the application of electric braking also ensures that the train can control the train speed by responding to faster electric braking, which is more conducive to keeping the train at a constant speed and ensuring the smooth running of the train, thereby optimizing the passenger riding experience. In addition, electric braking has better consistency in braking and releasing of the whole train, which is conducive to suppressing the impulse generated by the train and further improving the passenger riding comfort.

[0129] The train constant speed control method, device, rail vehicle and medium provided by the present application are described in detail above. The embodiments in the specification are described in a progressive manner, and each embodiment mainly describes the differences from other embodiments. The same or similar parts of each embodiment can be referred to. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the related parts can be referred to the method part. It should be pointed out that, for ordinary skilled persons in the technical field, without departing from the principles of the present application, some improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0130] It should be further noted that, in the present specification, the relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of another identical element in the process, method, article or device including the element.

Claims

1. A method of constant speed control of a train, characterized by, The method comprises: When receiving an entering constant speed mode instruction issued by the console, determining a total braking force according to a target speed, a current speed, a current acceleration and a total traction force; Comparing the total braking force with a maximum available electric braking force; When the maximum available electric braking force is greater than or equal to the total braking force, controlling the train to output an air braking force of 0 and an electric braking force equal to the total braking force; When the maximum available electric braking force is less than the total braking force, controlling the train to output corresponding amounts of the air braking force and the electric braking force; wherein the air braking force is greater than the difference between the total braking force and the maximum available electric braking force; When the train comprises multiple trailers, the train is controlled to output the air braking force, which comprises: The air braking force is output by each of the trailers in equal amounts, and when the air braking force of the trailer is insufficient, the air braking force of a motor car is output; The method further comprises: When receiving an electric braking unloading instruction issued by the console, reducing the electric braking force according to the electric braking unloading instruction, and increasing the output of the air braking force at the same rate until the electric braking force is reduced to 0; When the train is in a phase separation area, the air braking force output by the train is the difference between the total braking force and a medium pressure holding braking force.

2. The constant speed control method of a train according to claim 1, characterized by, Further comprising: If the difference between the current speed and the target speed exceeds a preset threshold, an alarm is given and a protection braking is triggered.

3. A constant speed control device for a train, characterized by comprising: The method comprises: A determining module, configured to, when receiving an entering constant speed mode instruction issued by the console, determine a total braking force according to a target speed, a current speed, a current acceleration and a total traction force; A constant speed control module, configured to compare the total braking force with a maximum available electric braking force; when the maximum available electric braking force is greater than or equal to the total braking force, control the train to output an air braking force of 0 and an electric braking force equal to the total braking force; when the maximum available electric braking force is less than the total braking force, control the train to output corresponding amounts of the air braking force and the electric braking force; wherein the air braking force is greater than the difference between the total braking force and the maximum available electric braking force; An electric-air conversion module, configured to, when receiving an electric braking unloading instruction issued by the console, reduce the electric braking force according to the electric braking unloading instruction, and increase the output of the air braking force at the same rate until the electric braking force is reduced to 0; When the train comprises multiple trailers, the constant speed control module controls the train to output an air braking force, which comprises: the air braking force is output by each of the trailers in equal amounts, and when the air braking force of the trailer is insufficient, the air braking force of a motor car is output; When the train is in a phase separation area, the constant speed control module controls the train to output an air braking force, which is the difference between the total braking force and a medium pressure holding braking force.

4. The constant speed control device for a train according to claim 3, wherein Further comprising: An alarm protection module, configured to, if the difference between the current speed and the target speed exceeds a preset threshold, give an alarm and trigger a protection braking.

5. A rail vehicle, characterized by The method comprises: A memory, configured to store a computer program; A processor for implementing the steps of the train constant speed control method as claimed in claim 1 or 2 when the computer program is executed.

6. A computer-readable storage medium, characterized in that, A computer readable storage medium having stored thereon a computer program, the computer program being executed by a processor to implement the steps of the train constant speed control method as claimed in claim 1 or 2.

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