Train idling and slip control method based on ATO, TCMS, braking and traction integration

Abstract

The present invention discloses a train idling skid control method based on the integration of automatic transmission (ATO) and time-controlled maintenance management (TCMS), braking, and traction control. This method relates to the technical field of train idling skid vehicle control, and includes steps such as obtaining train speed and acceleration and adjusting a speed-distance curve. When a train detects that idling skid protection has timed out or that idling skid protection has been performed multiple times in a short period of time, the automatic transmission (ATO) automatically enters low-speed protection mode by gradually reducing the train's total acceleration. This ensures safe travel within the current travel range and resumes normal travel speed upon reaching the next station, thereby improving rapid adaptation to rainy and snowy weather.

Description

Technical Field

[0001] The present invention relates to the technical field of train idling and skidding vehicle control, and in particular to a train idling and skidding control method based on the integration of ATO, TCMS, braking and traction. Background Art

[0002] When a train is running, the adhesion between the wheel and rail has a great impact on the train, causing the vehicle to idle and slide, or even severe idle sliding, resulting in wheel axle locking.

[0003] Vehicle coasting is typically controlled by traction and braking systems. When track adhesion is poor, excessive traction can cause the vehicle (axle) to coast, while excessive braking can cause the vehicle (axle) to coast. In these situations, the traction or braking system needs to know the train's actual speed to control the coasting, reducing the force and then restoring the vehicle. However, all current speed transmissions are subject to coasting or coasting, lacking an accurate speed value. Furthermore, the ATO or driver is unaware of vehicle coasting and idling, and continues to apply high traction or braking requirements to meet speed requirements. Summary of the Invention

[0004] The present invention provides a train idling slip control method based on the integration of ATO, TCMS, braking and traction to solve the problems existing in the above-mentioned prior art.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is:

[0006] The train idling slip control method based on the integration of ATO, TCMS, braking, and traction is characterized by comprising the following steps:

[0007] Step 1: Get the real-time speed and acceleration of the train;

[0008] Step 2: The traction system and the braking system of the train compare the real-time speed and acceleration obtained in step 1 with the speed and acceleration of the axes under their respective monitoring and control;

[0009] Step 3: Based on the comparison results of step 2, the train's traction system and control system determine whether to adopt idling coasting protection;

[0010] Step 4: If step 3 determines that idling coasting protection is required, then idling coasting protection is performed;

[0011] Step 5: If the idling coasting protection performed in step 4 times out or is performed multiple times within the set time, the fusion host will adjust the speed-distance curve of the train and gradually reduce the total acceleration value of the train to reduce the demand on each traction system and braking system.

[0012] In step 1:

[0013] The Beidou positioning system, secondary radar and visual inertial navigation are used to obtain the train's driving data, and the multi-source fusion algorithm is used to calculate the train's real-time speed and acceleration.

[0014] The comparison result of step 3 in determining whether idling coasting protection is required is:

[0015] The speed and acceleration of the axis monitored and controlled by the traction system and braking system of the train respectively exceed the first set value, or the difference between the speed and acceleration of the axis and the real-time speed and acceleration obtained in step one exceeds the second set value and the third set value respectively.

[0016] The idling coasting protection process of step 4 is as follows:

[0017] The traction system and the braking system clear the traction force or braking force value of the corresponding shaft to zero, and then apply it again, repeating this process several times, and monitoring the speed of the shaft in real time, and repeating steps two and three.

[0018] The method for adjusting the speed-distance curve in step five is: adjusting the acceleration of the train. When idling or sliding occurs, the traction system reduces the traction force, lengthens the traction time, and reduces the inertia time; when the train brakes, the braking force is reduced.

[0019] The total acceleration value in step 5 is gradually reduced in proportions of 75%, 50%, and 25% until it meets the actual speed-distance curve of the current operating range.

[0020] First, a high-level required acceleration is used. If idling or sliding of multiple or single axes is still detected, the acceleration is reduced by one level. If idling or sliding of multiple or single axes is not detected, the acceleration is maintained at that level. This is repeated until it is reduced to 25%.

[0021] In the step 5, the distribution of the demand of the traction system and the braking system is performed by giving priority to electric braking. When the electric braking force is insufficient or fails, it is supplemented by air braking.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] By obtaining the real-time speed and acceleration of the train through multiple channels, it is determined whether the train is idling and slipping, and idling slip protection is taken in time. When the train detects that the idling slip protection has timed out or has been performed multiple times in a short period of time, the ATO will gradually reduce the total acceleration of the train and automatically enter the low-speed protection mode to ensure the safety of the train in the current driving range. After entering the next station, the normal driving speed will be restored, thereby improving the rapid adaptation to rainy and snowy weather. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 Flowchart of the present invention. DETAILED DESCRIPTION

[0025] The following is a clear and complete description of the technical solutions implemented in the present invention in conjunction with the accompanying drawings. The embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0026] like Figure 1 As shown, the train idling slip control method based on ATO, TCMS, braking, and traction integration provided by the embodiment of the present invention includes the following steps:

[0027] Step S1: Obtain the train's driving data information through sensors such as the Beidou positioning system, secondary radar, and visual inertial navigation, and use a multi-source fusion algorithm to calculate the train's real-time speed and real-time acceleration.

[0028] The multi-source fusion algorithm can use the train multi-source perception positioning and speed measurement method of the adaptive federal filtering algorithm. The use of the multi-source fusion algorithm, especially the Beidou positioning system and the visual inertial navigation, can provide the absolute position information of the train, and thus can provide a relatively accurate speed that is independent of the train's coasting and idling. The multi-source fusion algorithm itself is not the content to be protected by this application, so it will not be described in detail, and reference can be made to the prior art. All traction systems and braking systems of the vehicle refer to this speed value for idling and coasting protection.

[0029] Step S2: Send the speed and acceleration obtained in step S1 to the traction system and the braking system for idling coasting protection.

[0030] Idle coasting protection uses a pulse-like process, reducing and then increasing the traction and braking force to provide protection. The specific process is as follows: the traction system and the braking system monitor each controlled axis in real time. If the speed of an axis changes too quickly, exceeding a first set value (this value can be set by the user), or if the speed and acceleration of the axis differ significantly from the real-time speed and acceleration obtained in step S1, that is, the difference is greater than the second and third set values (these values can be set by the user), the axis is considered to be idling. The traction system or the braking system will then reset the corresponding traction or braking force value to zero and then reapply it, i.e., in a pulse-like process of applying, releasing, applying, releasing, etc., and monitor in real time whether the speed of the axis can return to normal.

[0031] Coasting protection timeout means that the idle coasting protection mentioned above lasts too long and the train axle speed still cannot return to normal. This time is generally about 6 seconds.

[0032] Step S3: When the single-axis idling coasting protection of the braking system or traction system times out or the idling coasting protection occurs multiple times in a short period of time, the fusion host (left brain) adjusts the speed-distance curve and clears the required force value of the current axis (meaning that braking force or traction force is no longer applied to the current axis); when the multi-axis idling coasting protection of the braking system or traction system times out or the idling coasting protection occurs multiple times in a short period of time, the fusion host (left brain) adjusts the speed-distance curve.

[0033] The method for detecting idling or sliding on a single or multiple axles is as follows: The control unit of the traction system and the braking system uses the multi-element fusion speed value as a reference value and detects the sensor value of the corresponding axle. When the detected value exceeds a certain threshold of the reference value and the rate of change of the detected value exceeds a set value (set by the user), idling is considered. When the detected value is less than a certain threshold of the reference value and the rate of change of the detected value is less than a set value, sliding is considered.

[0034] Protection timeout or multiple protections in a short period of time can be set based on project experience, for example, if the protection time exceeds ten seconds or protection occurs more than three times within one minute.

[0035] Typically, each bogie on each train car has two axles, and each car has two bogies, for a total of four axles. Axles equipped with traction motors are driving axles, while axles without traction motors are trailing axles. A train with four driving cars and two trailing cars has a total of sixteen driving axles and eight trailing axles. When the traction system is pulling, all sixteen driving axles may idle, meaning one, more, or all of them may idle. When the traction system is electrically braking, all sixteen driving axles may slip, meaning one, more, or all of them may slip.

[0036] During electric braking, if the driven axle experiences severe slippage (e.g., for more than six seconds), the corresponding traction system resets the electric braking force to zero, and the braking system applies the corresponding braking force to prevent slippage. The electric braking force, applied by the traction system, slows the vehicle and provides energy feedback. The braking force, applied by the braking system, slows the vehicle and is a direct physical friction mechanism.

[0037] Adjusting the speed-distance curve involves adjusting the vehicle's acceleration. For example, during normal driving, the control curve includes traction, inertia, and braking. When coasting, to ensure the desired range of travel, the traction system reduces traction, increasing the traction time and reducing the inertia time. During braking, the braking force is reduced.

[0038] Step S4: The total acceleration of the train and the requirements for each traction system and braking system are gradually reduced by 75%, 50%, and 25%.

[0039] Each section of a train's operation—that is, the process of leaving a station, entering a section, and stopping at a station—is characterized by acceleration upon leaving the station, followed by inertia, and then a single braking operation upon entering the station. This corresponds to a distance-speed curve for the train. Based on information such as the distance between platforms and the line, the distance-speed curve for each section is different, and therefore the total traction and braking force required is also different. However, the speed-distance curve within each specific section is fixed. During normal operation, the value of this speed-distance curve is used to control the train's acceleration. In the event of uncontrollable idling and sliding, this value can be continuously reduced to adjust the train's total demand value.

[0040] The demand allocation between the traction system and the braking system generally prioritizes electric braking, supplemented by air braking when the electric braking force is insufficient or fails. Electric braking is allocated for maximum adhesion based on the load.

[0041] Gradual reduction process: First use a high-level required acceleration. When idling is still detected in multiple or single axes, reduce it by one level; if idling is not detected in multiple or single axes, maintain it at that level; and so on, until it is reduced to 25%.

[0042] Step S5: When the train's ATS is set in rain and snow mode, the right brain determines whether it is in the tunnel area based on the location, and the fusion host (left brain) adjusts the speed-distance curve, gradually reducing the total acceleration value of the train and the requirements for each traction and braking unit by 75%, 50%, and 25%.

[0043] In summary, the present invention uses a multi-source fusion algorithm based on ATO and TCMS as well as Beidou and visual inertial navigation to measure the absolute speed and acceleration information of the train.

[0044] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit and essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0045] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A train idling and slip control method based on the integration of ATO, TCMS, braking, and traction is characterized by: The following steps are involved: Step 1: Get the real-time speed and acceleration of the train; Step 2: The traction system and the braking system of the train compare the real-time speed and acceleration obtained in step 1 with the speed and acceleration of the axes monitored and controlled by them; Step 3: Based on the comparison results of step 2, the train's traction system and control system determine whether to adopt idling coasting protection; Step 4: If step 3 determines that idling coasting protection is required, then idling coasting protection is performed; Step 5: If the idling coasting protection performed in step 4 times out or is performed multiple times within the set time, the fusion host will adjust the speed-distance curve of the train and gradually reduce the total acceleration value of the train to reduce the demand on each traction system and braking system; The idling coasting protection process of step 4 is as follows: the traction system and the braking system reset the traction force or braking force of the corresponding shaft to zero, then reapply it, repeating this process several times, and monitoring the speed of the shaft in real time, and repeating steps 2 and 3; The method for adjusting the speed-distance curve in step five is as follows: adjusting the acceleration of the train; when idling or sliding occurs, the traction system reduces the traction force, lengthens the traction time, and reduces the inertia time; when the train brakes, the braking force is reduced; the total acceleration value in step five is reduced step by step in proportions of 75%, 50%, and 25% until it meets the actual speed-distance curve of the current operating range; first, a high-level required acceleration is used, and when idling or sliding of multiple axes or a single axis is still detected, it is reduced by one level; if idling or sliding of multiple axes or a single axis is not detected, it is maintained at this level; and so on, until it is reduced to 25%.

2. The train idling and slip control method based on the integration of ATO, TCMS, braking and traction as claimed in claim 1 is characterized in that: In step 1: The Beidou positioning system, secondary radar and visual inertial navigation are used to obtain the train's driving data, and the multi-source fusion algorithm is used to calculate the train's real-time speed and acceleration.

3. The train idling and slip control method based on the integration of ATO, TCMS, braking and traction as claimed in claim 1 is characterized in that: The comparison result of step 3 in determining whether idling coasting protection is required is: The speed and acceleration of the axis monitored and controlled by the traction system and braking system of the train respectively exceed the first set value, or the difference between the speed and acceleration of the axis and the real-time speed and acceleration obtained in step one exceeds the second set value and the third set value respectively.

4. The train idling and slip control method based on the integration of ATO, TCMS, braking and traction as claimed in claim 1 is characterized in that: In the step 5, the distribution of the demand of the traction system and the braking system is performed by giving priority to electric braking. When the electric braking force is insufficient or fails, it is supplemented by air braking.

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