A train slip protection control method, device, equipment and medium

Abstract

This invention relates to a control method, device, equipment, and medium for train slippage protection. The method uses a signal system to monitor the train braking process in real time, automatically identifies when the train enters a slippage state and performs displacement slippage compensation. When the duration of the slippage exceeds a set threshold, the method handles the train's loss of position and outputs emergency braking to stop the train. Compared with existing technologies, this invention has the advantages of reducing the impact of train slippage on operations while ensuring operational safety.

Description

TECHNICAL FIELD

[0001] The present application relates to a train signal control system, in particular to a train slip prevention control method, device, equipment and medium. BACKGROUND

[0002] In wheel-rail guided rail transit, the braking mode of the vehicle is realized by the braking force between the wheel and the rail. Due to the limitation of the adhesion coefficient between the wheel and the rail, when the vehicle braking force exceeds the wheel-rail adhesion force, the wheel and the rail surface will slip, which is commonly known as slip.

[0003] The environment and human conditions during train operation are complex and changeable, and the adhesion coefficient of the track (especially the open and elevated sections) also changes with factors such as rain and snow weather, temperature and humidity, vehicle oil injection, track surface pollution, and curve degree. When braking, vehicle slip is prone to occur. The current slip prevention research mainly focuses on slip prevention research and entering a preset rain and snow mode after the slip fact occurs. It is aimed at specific environmental conditions after the slip fact occurs. The slip model of the subsequent operation train is adjusted to reduce the probability of slip. After the environmental conditions change, the probability of the first occurrence of the slip fact is not improved.

[0004] The vehicles of urban rail transit are generally not provided with free axles, and the speed measuring device of the signal system (ATC) is generally installed on the braking axle. After the braking slip fact occurs, the actual speed of the train will deviate seriously from the expected speed curve of the signal system, and train stop and train mispositioning often occur, which seriously affects the tracking of other trains and the operation of the line. Sometimes it even causes operation interruption, which reduces the service quality of urban rail transit operation.

[0005] After searching, Chinese patent publication No. CN110271521A discloses a train slip prevention control method based on a signal system, which specifically discloses detecting the rain information on the windshield in front of the train running, obtaining the rain data of a single train; according to the rain data reported by multiple trains in each track section, the track wet and slippery state of each track section is independently calculated by using the Kalman filtering method; according to the current slip state of the train, the train commonly used braking rate and the track wet and slippery state of the track section where the train is located, the achievable braking rate of the train in the current track section and the front track section is predicted; the ATO train speed reference curve of the signal system is updated according to the predicted achievable braking rate of the train. However, the slip prevention, especially the tolerance of the slip fact through project configuration to realize slip management is not involved.

[0006] Therefore, how to set a certain tolerance for the slip fact without affecting safety and reduce the impact of train slip on operation has become a technical problem to be solved. SUMMARY

[0007] The present application aims to overcome the defects of the prior art and provide a train slip protection control method, device, equipment and medium.

[0008] The object of the present application can be achieved by the following technical solutions:

[0009] According to a first aspect of the present application, a train slip protection control method is provided, which monitors the train braking process in real time through a signal system, automatically identifies the train entering a slip state and performs displacement slip compensation, and when the duration of the train in the slip state exceeds a set threshold, performs displacement loss processing on the train and outputs emergency braking parking.

[0010] As a preferred technical solution, the method specifically includes the following steps:

[0011] Step S1, when the signal system detects that the train is in a braking state, the displacement measured in the current period is compensated;

[0012] Step S2, the signal system judges whether the train enters a slip state, if yes, step S3 is executed, otherwise step S2 is continued;

[0013] Step S3, judge whether the duration of the train in the slip state is less than the slip timeout time, if yes, execute step S4, otherwise execute step S5;

[0014] Step S4, judge whether the train meets the slip state exit condition, if yes, the train exits the slip state, otherwise return to step S3;

[0015] Step S5, the signal system judges that the train is slip timeout, considers that the train is a serious fault, performs displacement loss processing on the fault train and outputs emergency braking parking.

[0016] As a preferred technical solution, the compensation in step S1 is used to ensure that during the train braking process, even if slipping occurs, the train position will not exceed the displacement range estimated by the system.

[0017] As a preferred technical solution, the compensation mode in step S1 is specifically:

[0018] The displacement used by the current period system software = the displacement measured by the current period odometer x (1+ the maximum slip rate in the vehicle parameter).

[0019] As a preferred technical solution, the distance actually run by the train divided by the distance of the outer periphery of the wheel where the odometer is located is less than (1+ the maximum slip rate of the vehicle).

[0020] As a preferred technical scheme, the signal system in the step S2 judges whether the train enters the slipping state, and specifically:

[0021] If the average acceleration calculated by the signal system is less than the critical acceleration at which the slipping state starts, it is determined that the train enters the slipping state, wherein the average acceleration is the average of the acceleration in the current period and the acceleration in the last period.

[0022] As a preferred technical scheme, the slipping state exit condition in the step S4 is specifically:

[0023] The duration of the stable slipping state of the train is greater than the slipping recovery time, wherein the condition of the stable slipping state of the train is that the critical acceleration at which the slipping state ends is less than the average acceleration calculated by the system and is less than the maximum traction acceleration that the train can reach on the line.

[0024] As a preferred technical scheme, the critical acceleration at which the slipping state starts, the critical acceleration at which the slipping state ends, the slipping recovery time and the slipping timeout time are the experience values of the vehicle used in the project.

[0025] As a preferred technical scheme, the critical acceleration at which the slipping state starts, the critical acceleration at which the slipping state ends, the slipping timeout time and the slipping recovery time are configured according to the line conditions and the vehicle performance.

[0026] As a preferred technical scheme, the method is arranged with a parking beacon behind a parking point in daily operation, and the train is repositioned when the train approaches the parking point.

[0027] According to a second aspect of the present application, a device for the control method of the train slipping protection is provided, comprising:

[0028] The displacement compensation module is configured to compensate the displacement measured in the current period when the signal system detects that the train is in the braking state.

[0029] The slipping state judgment module is configured to judge whether the train enters the slipping state by the signal system.

[0030] The slipping state duration judgment module is configured to judge whether the duration of the train in the slipping state is less than the slipping timeout time.

[0031] The slipping state exit condition judgment module is configured to judge whether the train meets the slipping state exit condition.

[0032] The train slipping timeout processing module is configured to judge that the train slips timeout by the signal system, consider that the train is a serious fault, process the fault train out of position and output the emergency braking parking.

[0033] According to a third aspect of the present application, there is provided an electronic device comprising a memory and a processor, said memory having stored thereon a computer program, said processor implementing the method when executing said program.

[0034] According to a fourth aspect of the present application, there is provided a computer readable storage medium having stored thereon a computer program, said program implementing the method when executed by a processor.

[0035] Compared with the prior art, the present application has the following advantages:

[0036] 1) The present application realizes real-time supervision of the signal system on the braking process, tolerates the fact of slipping to a certain extent without affecting safety, reduces the impact of train slipping on operation, and also guarantees operation safety;

[0037] 2) The present application designs the maximum slipping rate of the vehicle, the critical acceleration at which the slipping state starts, the critical acceleration at which the slipping state ends, and the slipping recovery time, further reducing the impact of train slipping on operation;

[0038] 3) The present application realizes correct tracking of the system on the train in the braking state by displacement compensation according to the maximum slipping rate of the vehicle, guaranteeing operation safety;

[0039] 4) The present application designs a slipping timeout time, when the duration of the slipping state exceeds the slipping timeout time, i.e. exceeds the designed performance range of the system, the system will execute displacement loss processing on the slipping train, realizing safe tracking processing of the slipping train and the subsequent tracking train, and further guaranteeing train safety;

[0040] 5) The present application designs a precise positioning beacon behind the daily operation parking point, reducing the probability of train parking against the beacon. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 The control method flowchart of the present application;

[0042] Figure 2 The displacement compensation diagram in the slipping process of the present application;

[0043] Figure 3 The precise positioning beacon arrangement schematic diagram of the operation parking point of the present application;

[0044] Figure 4 The structural schematic diagram of the control device of the present application. DETAILED DESCRIPTION

[0045] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be described clearly and completely. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all the other embodiments obtained by a person of ordinary skill in the art without creative effort should fall within the protection scope of the present application.

[0046] As shown in Figure 1 The present application provides a train slip prevention control method. When the train brakes, the system compensates for the displacement of the train, automatically identifies the entry and exit of the train into the slip state, sets a certain tolerance for the slip fact without affecting safety, reduces the influence of train slip on operation, and also ensures operation safety.

[0047] As shown in Figure 1 The control method of the present application specifically comprises the following steps:

[0048] Step S1, when the signal system detects that the train is currently in a braking state, the system compensates for the displacement measured in the current period, and the compensation method is: the displacement used by the system software in the current period = the displacement measured by the odometer in the current period * (1+a); wherein a is the maximum slip rate in the vehicle parameters. Specifically, when the train starts to brake, the system starts to overestimate the displacement of the train to ensure that the train is always within its predicted protection envelope (TAP) at any time.

[0049] Step S2, when the average acceleration calculated by the signal system (the average of the acceleration in the current period and the acceleration in the last period) is less than the critical acceleration at which the slip state starts, the system determines that the train enters the slip state.

[0050] Step S3, when the duration of the train in the slip state is less than the slip timeout time, and the duration of the condition that the critical acceleration at which the slip state ends < the average acceleration calculated by the system < the maximum traction acceleration that the train can reach on the line is greater than the slip recovery time, the signal system determines that the train exits the slip state.

[0051] Step S4, when the duration of the train in the slip state is greater than the slip timeout time, the signal system determines that the train is in slip timeout, and the system considers that the train is a serious fault, and performs displacement loss processing on the faulty train and outputs emergency braking to stop the train.

[0052] In addition, the method of the present application also has the following specific implementation process:

[0053] The application compensates the displacement measured by the signal system in the current period after the train enters the braking state, ensures that the train position does not exceed the displacement range estimated by the system during the braking process even if the train slips, avoids the train out of position, ensures the safe operation of the train and reduces the impact of train slip on operation.

[0054] In any case, the vehicle should ensure that the actual forward running distance divided by the distance of the periphery of the wheel where the odometer is located is less than (1+the maximum slip rate of the vehicle), so as to ensure that the slip compensation of the signal system meets the safety of train operation.

[0055] The critical acceleration at which the slip state starts, the critical acceleration at which the slip state ends and the slip recovery time are the experience values of the vehicle used by the project, which avoids the train frequently exiting and entering the slip state.

[0056] When the duration of the slip state exceeds the slip timeout time, it indicates that the train slip phenomenon is serious and has exceeded the range of the signal system for safe control of the train, so the out-of-position train ensures the safe parking of the slip train and expands the tracking interval of the subsequent train and the slip train, thereby ensuring the safety of operation.

[0057] The key parameters (the critical acceleration at which the slip state starts, the critical acceleration at which the slip state ends, the slip timeout time and the slip recovery time) are configured by the project according to the line conditions and vehicle performance, which improves the flexibility and availability of the system.

[0058] The application is arranged with a precise parking beacon behind the parking point in daily operation, and the train is repositioned when approaching the parking point, so as to ensure that the train is correctly parked at the parking point and prevent the train from colliding with the beacon during braking or slipping.

[0059] As shown in Figure 2 When the train passes through the trackside beacon, the system automatically reinitializes the estimated train displacement in step S1.

[0060] As shown in Figure 3 The application is arranged with a precise parking beacon behind the parking point:

[0061] Beacon 1 (distance 70-100m): start applying braking to stop;

[0062] Beacon 2 (distance 25-30m): real-time supervision of the braking process, reinitialization of the position, and checking whether the train can be parked at the parking point;

[0063] Beacon 3 (1m): reinitialization calibration of the parking position.

[0064] During the parking braking process, the train is repositioned by multiple precise parking beacons to accurately supervise the train parking process and avoid the train from colliding with the beacon.

[0065] The application has been applied to a company full-autonomous TRANAVI CBTC signal system (hereinafter referred to as CBTC) for 10 urban rail transit lines such as Shanghai Metro Line 17, Taizhou Urban Rail Line S1, Zhengxu Urban Rail Line, etc., a train slip prevention control method, which realizes real-time supervision of the braking process by the signal system, sets a certain degree of tolerance for the slip fact without affecting safety, reduces the influence of train slip on operation, and guarantees the safety of rail transit operation.

[0066] The above is the introduction of the method embodiment, and the device embodiment is used to further illustrate the scheme of the application.

[0067] As shown in Figure 4 The device for implementing the train slip prevention control method of embodiment 1 comprises:

[0068] The displacement compensation module 101 is configured to compensate the displacement measured in the current period when the signal system detects that the train is in the braking state.

[0069] The slip state judgment module 102 is configured to judge whether the train enters the slip state by the signal system.

[0070] The slip state duration judgment module 103 is configured to judge whether the duration of the train in the slip state is less than the slip timeout.

[0071] The slip state exit condition judgment module 104 is configured to judge whether the train meets the slip state exit condition.

[0072] The train slip timeout processing module 105 is configured to judge that the train slip is timeout by the signal system, consider that the train is a serious fault, perform the displacement loss processing on the fault train and output the emergency braking stop.

[0073] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described modules can refer to the corresponding process in the foregoing method embodiments, which will not be described herein.

[0074] The electronic device of the application comprises a central processing unit (CPU) which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). Various programs and data required for device operation can also be stored in the RAM. The CPU, ROM and RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0075] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0076] The processing unit executes the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S4 by any other suitable means (e.g., by means of firmware).

[0077] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0078] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0079] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0080] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A control method for train slippage protection, characterized in that, This method monitors the train braking process in real time through a signal system, automatically identifies when the train enters a slipping state and performs displacement slippage compensation. When the duration of the train being in a slipping state exceeds a set threshold, the train is displaced and an emergency brake is output to stop the train. The method specifically includes the following steps: Step S1: When the signal system detects that the train is braking, it compensates for the displacement measured in the current cycle. Step S2: The signal system determines whether the train has entered a slipping state. If yes, proceed to step S3; otherwise, continue to step S2. Step S3: Determine whether the duration of the train's slippage is less than the slippage timeout. If yes, proceed to step S4; otherwise, proceed to step S5. Step S4: Determine whether the train meets the exit conditions for slipping. If it does, the train exits the slipping state; otherwise, return to step S3. Step S5: The signal system determines that the train has slipped for too long, considers the train to have a serious malfunction, performs out-of-position processing on the malfunctioning train, and outputs emergency braking to stop the train. The compensation method in step S1 is as follows: The displacement calculated by the system software in the current cycle = the displacement measured by the odometer in the current cycle × (1 + the maximum slip rate in the vehicle parameters). The signal system in step S2 determines whether the train has entered a slippage state, specifically as follows: If the average acceleration calculated by the signal system is less than the critical acceleration at the start of the slippage state, the train is considered to have entered the slippage state. The average acceleration is the average of the acceleration in the current cycle and the acceleration in the previous cycle. The specific exit condition for the slipping state in step S4 is as follows: The duration of the stable slippage state of the train is greater than the slippage recovery time. The condition for the stable slippage state is: the critical acceleration at which the slippage state ends is less than the average acceleration calculated by the system and less than the maximum traction acceleration that the train can achieve on the track.

2. The control method for train slippage protection according to claim 1, characterized in that, The compensation in step S1 is used to ensure that, even if slippage occurs during train braking, the train position will not exceed the displacement range estimated by the system.

3. The control method for train slippage protection according to claim 1, characterized in that, The actual forward distance traveled by the train divided by the distance the outer circumference of the wheel containing the odometer is less than (1 + the maximum slip rate of the vehicle).

4. The control method for train slippage protection according to claim 1, characterized in that, The critical acceleration at the start of the slippage state, the critical acceleration at the end of the slippage state, and the slippage recovery time are empirical values ​​for the vehicles used in the project.

5. The control method for train slippage protection according to claim 1, characterized in that, The critical acceleration for the start of the slippage state, the critical acceleration for the end of the slippage state, the slippage timeout time, and the slippage recovery time are all configured according to the track conditions and vehicle performance.

6. The control method for train slippage protection according to claim 1, characterized in that, This method involves placing parking beacons behind the regular operation parking points to reposition the train as it approaches the parking point.

7. An apparatus for use in the control method for train skidding protection according to any one of claims 1-6, characterized in that, include: The displacement compensation module is used to compensate for the displacement measured in the current cycle when the signal system detects that the train is braking. The slippage state detection module is used by the signal system to determine whether the train has entered a slippage state; The slippage duration determination module is used to determine whether the duration of the train's slippage state is less than the slippage timeout time. The slippage exit condition judgment module is used to determine whether the train meets the slippage exit condition. The train slippage timeout processing module is used by the signal system to determine that the train slippage timeout is serious, and to handle the train's loss of position and output emergency braking to stop the train.

8. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 6.

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