Brake control method and device for city regional train
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- TRAFFIC CONTROL TECH CO LTD
- Filing Date
- 2023-10-27
- Publication Date
- 2026-06-09
Smart Images
Figure CN117508283B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail transit technology, and in particular to a method and device for braking control of urban trains. Background Technology
[0002] Compared to urban rail transit lines centered on the main urban area, suburban rail transit lines are characterized by longer sections and higher speeds, which places higher demands on the signaling system's train control capabilities.
[0003] However, the signaling system of urban rail transit lines still primarily uses the Communication Based Train Control System (CBTC), and the interface format is basically the same as that of urban rail transit lines. Specifically, after a train overspeeds, the Vehicle On-Board Controller (VOBC) outputs a traction cut-off command. If the train speed still cannot be effectively controlled and exceeds the emergency braking trigger speed, an emergency braking command is issued for safety protection. This scheme is suitable for urban rail transit lines with lower speed levels, but it is not effective for urban rail transit trains (referred to as "urban trains") with speeds between 120 and 160 km / h. When urban trains are running on long downhill sections and quickly exceed the target speed SBI and approach the emergency braking trigger speed EBI, the VOBC cannot effectively control the train speed and stop it at the target speed.
[0004] Therefore, the control interface form and principle of traditional low-speed urban rail transit lines cannot fully meet the control needs of urban rail trains, and the braking control effect of urban rail trains is not good. Summary of the Invention
[0005] This invention provides a method and apparatus for braking control of urban trains, which addresses the shortcomings of existing technologies in the effective braking control of urban trains and improves the ability of signal-controlled trains to protect against overspeed.
[0006] This invention provides a braking control method for urban trains, used in an automatic train operation system, the method comprising:
[0007] Obtain the current speed of trains within the target city area;
[0008] If the current speed is greater than the first speed, a braking command corresponding to the speed range to which the current speed belongs is output.
[0009] Wherein, the first speed is equal to the difference between the target speed and the preset speed of the target urban area train.
[0010] According to a braking control method for urban rail transit provided by the present invention, when the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs includes:
[0011] If the current speed belongs to the first speed range, a rapid braking command is output;
[0012] Wherein, the lower limit of the first speed range is the difference between the emergency braking trigger speed of the target urban area train and the preset speed difference, and the upper limit of the first speed range is the emergency braking trigger speed; the rapid braking command is the braking command corresponding to the first speed range.
[0013] According to a braking control method for urban trains provided by the present invention, when the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs, further includes:
[0014] If the current speed belongs to the second speed range, output a common braking command;
[0015] Wherein, the lower limit of the second speed range is the sum of the difference between the target speed and the preset speed, and the upper limit of the second speed range is the difference between the emergency braking trigger speed and the preset speed; the common braking command is the braking command corresponding to the second speed range.
[0016] According to a braking control method for urban trains provided by the present invention, when the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs, further includes:
[0017] If the current speed belongs to the third speed range, a traction cut-off command is output;
[0018] Wherein, the lower limit of the third speed range is the first speed, and the upper limit of the third speed range is the sum of the difference between the target speed and the preset speed; the traction cut-off command is the braking command corresponding to the third speed range.
[0019] According to a braking control method for urban trains provided by the present invention, when the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs, further includes:
[0020] If the current speed belongs to the fourth speed range, an emergency braking command is output;
[0021] Wherein, the lower limit of the fourth speed range is the emergency braking trigger speed; the emergency braking command is the braking command corresponding to the fourth speed range.
[0022] According to a method for braking control of urban rail transit provided by the present invention, before obtaining the current speed of the target urban rail transit train, the method further includes:
[0023] The target speed and the emergency braking trigger speed of the target urban train are obtained.
[0024] According to a braking control method for urban trains provided by the present invention, the preset speed difference is 2 km / h.
[0025] The present invention also provides a braking control device for urban trains, used in an automatic train operation system, the device comprising:
[0026] The speed acquisition module is used to obtain the current speed of trains in the target city area;
[0027] The braking control module is used to output a braking command corresponding to the speed range based on the speed range to which the current speed belongs when the current speed is greater than the first speed.
[0028] Wherein, the first speed is equal to the difference between the target speed and the preset speed of the target urban area train.
[0029] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the urban train braking control method as described above.
[0030] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the urban train braking control method as described above.
[0031] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the urban train braking control method as described above.
[0032] The urban rail transit braking control method and device provided by this invention optimizes the ATO's control method for train traction and braking, and provides a signal-train functional interface that is more in line with train design principles and closer to manual driving strategies. By changing the way the VOBC outputs braking control commands to the train in the vehicle's electrical design, a more scientific train speed control strategy is designed, which can more effectively control the braking of urban rail transit trains, and achieve overspeed protection under normal system conditions, more precise stop alignment, and safety protection under system equipment failure. Attached Figure Description
[0033] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0034] Figure 1 This is a flowchart illustrating the urban train braking control method provided by the present invention;
[0035] Figure 2 This is a schematic diagram of the control principle of the urban rail transit system provided by the present invention;
[0036] Figure 3 This is a schematic diagram of the traction and braking conditions at various speed ranges in the urban train braking control method provided by the present invention;
[0037] Figure 4 This is a schematic diagram illustrating the interaction process between the signal system and the vehicle traction and braking system for each speed range in the urban train braking control method provided by this invention.
[0038] Figure 5 This is a schematic diagram of the urban train braking control device provided by the present invention;
[0039] Figure 6 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation
[0040] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.
[0041] In the description of the invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0042] Figure 1This is a flowchart illustrating the urban train braking control method provided by the present invention. The following is a summary of the process. Figure 1 The present invention describes a method for braking control of urban trains. For example... Figure 1 As shown, the method includes: Step 101, obtaining the current speed of the train in the target city area.
[0043] It should be noted that the executing entity in this embodiment of the invention is a local train braking control device. The local train braking control method provided by this invention can be used in Automatic Train Operation (ATO) systems.
[0044] In some embodiments, the automatic train operation system can be used as a whole as a braking control device for urban trains.
[0045] Among them, the Automatic Train Protection (ATP) subsystem can monitor the speed of trains in real time, and thus obtain the current speed SPI of trains in the target city area based on the communication between ATO (Automatic Train Operation) and ATP.
[0046] Specifically, the target urban trains are urban trains that require braking control.
[0047] Step 102: If the current speed is greater than the first speed, output the braking command corresponding to the speed range based on the speed range to which the current speed belongs; wherein, the first speed is equal to the difference between the target speed of the target city train and the preset speed.
[0048] Specifically, before obtaining the current speed SPI of the train in the target city area, it can be determined whether the current speed SPI of the train in the target city area is greater than the first speed.
[0049] First speed = Target speed SBI of the target city train - Preset speed difference.
[0050] If the current speed SPI of the target city train is greater than the first speed, the speed range to which the current speed SPI of the target city train belongs can be determined.
[0051] The aforementioned speed range is obtained by dividing the speed range with the lower limit being the first speed based on the target speed SBI of the target city train, the preset speed difference, and the emergency braking trigger speed EBI of the target city train.
[0052] After determining the speed range to which the current speed SPI of the target city train belongs, braking commands corresponding to that speed range can be output to the target city train through network channels and / or hard-wired channels to control the speed of the target city train so that the speed of the target city train drops below the first speed as soon as possible.
[0053] Based on any of the above embodiments, before obtaining the current speed of the target city train, the method further includes: obtaining the target speed and the emergency braking trigger speed of the target city train.
[0054] Understandably, before step 102, during the operation of the target urban area train, the ATP can calculate the emergency braking trigger speed (EBI) of the target urban area train based on the line conditions, and thus obtain the emergency braking trigger speed (EBI) of the target urban area train based on the communication between the ATO and the ATP.
[0055] After obtaining the emergency braking trigger speed (EBI) of the target urban area train, the ATO can calculate the real-time target speed (SBI) of the target urban area train based on the EBI and the location of the stopping point, and dynamically adjust and output traction or service braking commands to keep the target urban area train running within the SBI range.
[0056] It should be noted that the emergency braking trigger speed EBI of the target urban rail train is greater than (the target urban rail train is running at SBI+2*preset speed difference).
[0057] By acquiring the target speed and the emergency braking trigger speed of the target urban train, the speed range can be determined more accurately. This allows for a more precise determination of the current speed's corresponding speed range, and the output of the braking command for that speed range. This enables better control of the train's operating speed and homing stop, and more effective braking control of urban trains. It also achieves overspeed protection under normal system conditions, more precise homing stop, and safety protection under system equipment failure.
[0058] Based on any of the above embodiments, the preset speed difference is 2 km / h.
[0059] It is understood that the preset speed difference can be determined based on factors such as line conditions and parameters of the target urban train. The specific value of the preset speed difference is not specifically limited in this embodiment of the invention. Preferably, the preset speed difference can be 2 km / h or 3 km / h, etc.
[0060] With a preset speed difference of 2 km / h, it can more closely reflect the actual operation of urban rail trains, enabling more effective braking control during actual operation and improving the effectiveness and practicality of braking control.
[0061] To facilitate understanding of the differences between the urban train braking control method provided in this embodiment and the traditional urban train braking control scheme, the shortcomings of the traditional urban train braking control scheme will be explained below.
[0062] The main shortcomings of traditional urban rail braking control schemes include:
[0063] 1. When the train's current speed SPI exceeds the SBI by a certain value (e.g., SBI + 3 km / h), the ATO outputs braking commands and braking level positions. If the train's current speed SPI increases further, the ATP cuts off traction enable (and electric braking enable). The braking generated by the current ATO output braking commands and braking level positions during the high-speed phase is mainly regenerative braking. This part of the braking will disappear instantly, causing the train speed to increase instantaneously. In extreme cases, this may lead to exceeding the limit or breaking the EBI, triggering emergency braking and affecting operational safety.
[0064] 2. When the train's current speed SPI is greater than SBI by a certain value (e.g., SBI + 3 km / h), ATO outputs a braking command and braking level. If the train's current speed SPI increases further, ATP cuts off the train traction command (electric braking is retained). Since the braking command output by ATO is exactly the same as the traction cut-off command output by ATP for the train, the traction cut-off command output by ATP through hard-wired output does not play the expected role after the speed increases further. It cannot further control the train overspeed and is therefore a useless design.
[0065] In summary, when a suburban train approaches the Emergency Braking Initiation Speed (EBI), the traditional VOBC braking control scheme for suburban trains cannot effectively control the train's speed and bring it to a stop.
[0066] By comparing the urban train braking control method provided in this embodiment with the traditional urban train braking control scheme, it can be seen that this embodiment optimizes the ATO's control method for train traction and braking, provides a signal-train functional interface that is more in line with train design principles and closer to manual driving strategies, and changes the way the VOBC outputs braking control commands to the train in the vehicle's electrical design to design a more scientific train speed control strategy. This enables more effective braking control of urban trains, achieving overspeed protection under normal system conditions, more precise stop alignment, and safety protection under system equipment failure conditions.
[0067] Based on any of the above embodiments, when the current speed is greater than the first speed, a braking command corresponding to the speed range to which the current speed belongs is output, including: when the speed range to which the current speed belongs is the first speed range, a rapid braking command is output; wherein, the lower limit of the first speed range is the difference between the emergency braking trigger speed of the target urban area train and the preset speed, and the upper limit of the first speed range is the emergency braking trigger speed; the rapid braking command is the braking command corresponding to the first speed range.
[0068] Specifically, if the current speed SPI of the target city train is greater than or equal to the difference between the emergency braking trigger speed EBI of the target city train and the preset speed difference, and is less than the emergency braking trigger speed EBI of the target city train, then the speed range to which the current speed SPI of the target city train belongs can be determined as the first speed range.
[0069] The braking command corresponding to the first speed range is the rapid braking command FB. Therefore, the rapid braking command FB can be output to the target urban area train through the network channel and / or hard-wired channel, so that the target urban area train can brake according to the rapid braking command FB.
[0070] This invention optimizes the output interface and logic of the ATO (Automatic Train Control) system in the ATO driving mode. Specifically, when the train speed exceeds the SBI (Speed Response Index) and approaches the EBI (Extreme Speed Response Index), a faster braking control strategy with greater braking force is adopted. Before the train exceeds the EBI, the train speed is controlled in advance using multiple methods. This increases the means and efficiency of the signal system in handling train overspeed. It also improves the overspeed protection capability of the signal control system under adverse conditions such as when the train braking system is in a sub-optimal state or the rail surface is slippery. This further enhances the availability and safety of the signal system in automatic driving and unattended fully automatic operation modes.
[0071] Based on any of the above embodiments, when the current speed is greater than the first speed, the braking command corresponding to the speed range to which the current speed belongs is output, and further includes: when the speed range to which the current speed belongs is the second speed range, a common braking command is output; wherein, the lower limit of the second speed range is the sum of the difference between the target speed and the preset speed, the upper limit of the second speed range is the difference between the emergency braking trigger speed and the preset speed; the common braking command is the braking command corresponding to the second speed range.
[0072] Specifically, if the current speed SPI of the target city train is greater than or equal to the sum of the difference between the target speed SBI and the preset speed of the target city train, and less than the difference between the emergency braking trigger speed EBI and the preset speed of the target city train, then the speed range to which the current speed SPI of the target city train belongs can be determined as the second speed range.
[0073] The braking command corresponding to the second speed range is the service braking command. Therefore, the service braking command can be output to the target urban train through the network channel and / or hard-wire channel so that the target urban train can brake according to the service braking command.
[0074] This invention improves the overspeed protection capability of the signal control system by outputting common braking commands to control the train to brake when the current speed belongs to the second speed range. This further enhances the availability and safety of the signal system in automatic driving and unattended fully automatic operation modes.
[0075] Based on any of the above embodiments, when the current speed is greater than the first speed, the braking command corresponding to the speed range to which the current speed belongs is output, and further includes: when the speed range to which the current speed belongs is a third speed range, the traction cut-off command is output; wherein, the lower limit of the third speed range is the first speed, the upper limit of the third speed range is the sum of the difference between the target speed and the preset speed; and the traction cut-off command is the braking command corresponding to the third speed range.
[0076] Specifically, if the current speed SPI of the target city train is greater than or equal to the difference between the target speed SBI and the preset speed difference (i.e., the first speed) of the target city train, and less than the sum of the target speed SBI and the preset speed difference of the target city train, then the speed range to which the current speed SPI of the target city train belongs can be determined as the third speed range.
[0077] The braking command corresponding to the third speed range is the traction cut-off command. Therefore, the traction cut-off command can be output to the target urban area train through the network channel and / or hard-wire channel, so that the target urban area train disconnects the train traction command, prohibits the train from continuing to output traction force, enters the coasting condition, and achieves the purpose of speed reduction.
[0078] This invention improves the overspeed protection capability of the signal control system by outputting a traction cut-off command to put the train into coasting mode when the current speed belongs to the third speed range. This further enhances the availability and safety of the signal system in automatic driving and unattended fully automatic operation modes.
[0079] Based on any of the above embodiments, when the current speed is greater than the first speed, a braking command corresponding to the speed range to which the current speed belongs is output, and further includes: when the speed range to which the current speed belongs is the fourth speed range, an emergency braking command is output; wherein, the lower limit of the fourth speed range is the emergency braking trigger speed; and the emergency braking command is the braking command corresponding to the fourth speed range.
[0080] Specifically, if the current speed of the target city train is greater than or equal to the emergency braking trigger speed (EBI) of the target city train, then the speed range to which the current speed (SPI) of the target city train belongs can be determined as the fourth speed range.
[0081] The braking command corresponding to the fourth speed range is an emergency braking command. Therefore, an emergency braking command can be output to the target urban area train through the network channel and / or hard-wire channel, so that the target urban area train can brake according to the emergency braking command until the speed is zero.
[0082] This invention improves the overspeed protection capability of the signal control system by outputting an emergency braking command to control the train to brake when the current speed belongs to the fourth speed range. This further enhances the availability and safety of the signal system in automatic driving, unattended fully automatic operation modes.
[0083] In summary, under ATO (Automatic Train Operation) and higher driving modes, in addition to normal braking and emergency braking, the signaling system adds rapid braking control measures. This reduces the probability of the signaling system outputting emergency braking to zero speed due to speeding, thereby breaking down professional boundaries and optimizing the signaling system's vehicle control function logic, improving the interface command application logic of the train operation control system, and enhancing the signaling system's vehicle control strategy, thus improving system availability and safety.
[0084] To facilitate understanding of the above embodiments of the present invention, the complete process of urban train braking control is described below through an example.
[0085] Figure 2 This is a schematic diagram of the control principle of the urban rail transit system provided by the present invention; Figure 3 This is a schematic diagram of the traction and braking conditions at various speed ranges in the urban train braking control method provided by the present invention; Figure 4 This is a schematic diagram illustrating the interaction process between the signal system and the vehicle traction and braking system for each speed range in the urban train braking control method provided by this invention.
[0086] like Figures 2 to 4 As shown, fully automated driving systems or fully automated driverless systems primarily employ four control methods for trains operating at different speeds: traction cut-off (coasting), service braking, rapid braking, and emergency braking. The control commands and command channels for each method are independent of each other, with priority control based on the degree of speeding. All control methods are communicated between the ATP (Automatic Train Protection) and ATO (Automatic Train Operation) signaling systems and the train via network channels and / or hard-wired channels.
[0087] Based on the speed range and control level of the train's SPI (Speed Response System), the implementation methods are mainly divided into the following four types:
[0088] I. During train operation, the ATP calculates the Emergency Braking Initiation Speed (EBI) based on track conditions and monitors the train's current speed in real time. The ATO calculates the real-time target speed (SBI) based on the EBI and relevant information such as the stopping point location, and dynamically adjusts the output of traction or service braking commands to keep the train operating within the SBI range. When the train's current speed (SPI) is within a certain range of the SBI (e.g., SBI ± 2), the ATO outputs a traction cut-off command. Upon receiving this command, the train disconnects the traction command, prohibits the train from continuing to output traction force, and enters coasting mode. If the train speed drops below the aforementioned certain range of the SBI, the ATO continues to output traction commands and traction level information, and the train outputs traction force corresponding to the traction level information based on the traction commands and traction level information. It can be understood that 2 km / h is a preset speed difference. The aforementioned certain range of the SBI can be flexibly set.
[0089] 2. If, after traction is cut off and the train enters coasting mode, the current speed SPI continues to rise above SBI, for example, (SBI+2) km / h, the ATO outputs a service braking command and braking level information. The braking level information (0%–100%) can be dynamically calculated based on the degree of speed overrun. After receiving the service braking command in hard-wired digital form and the braking level information in hard-wired analog form, the train controls the output of electro-pneumatic hybrid braking force according to the current speed SPI and braking level information. The magnitude of the braking force corresponds to the braking level information.
[0090] III. In abnormal situations, if the train's current speed SPI cannot be effectively controlled after the ATO outputs a dynamic service braking command due to external factors such as long gradients, suboptimal traction / braking system conditions, or slippery rail surfaces, and the train's current speed SPI continues to rise to near EBI (e.g., EBI-2), the ATO can output a rapid braking command FB via the hardline command line. Upon receiving the rapid braking command, the train applies rapid braking (composed of air braking and regenerative braking). The advantage of rapid braking over maximum service braking is its faster response and greater braking force (comparable to emergency braking). If, after rapid braking, the train speed drops below the rapid braking trigger speed value (i.e., EBI-2 in the aforementioned example), the ATO stops outputting the rapid braking command and continues to regulate the train speed through service braking. It is understood that the rapid braking trigger speed value can be flexibly set.
[0091] IV. In extreme cases, the ATO outputs an FB (Fast Braking) command. After the train executes the FB command, its speed can still continue to increase or even exceed the EBI (Early Braking Intake). Since the braking force of rapid braking is comparable to that of emergency braking, and its response speed is second only to emergency braking, if the train speed still cannot be controlled and exceeds the EBI after rapid braking is applied, it is highly likely due to extreme reasons such as abnormal regenerative braking of the traction system, abnormal air braking function, or abnormal track adhesion. The ATP (Automatic Train Protection) system, as the last line of defense against overspeeding, outputs an emergency braking command until the train reaches zero speed, avoiding or mitigating the extent of damage caused by train overspeeding. The operating unit organizes the subsequent manual handling procedures, and the operating unit should have relevant emergency plans.
[0092] This example proposes an optimization scheme for signaling and vehicles, involving ATO, ATP, and vehicles (TCMS, electrical system), and the processing logic for different degrees of train overspeed under signal-controlled train conditions. The signal controls the application and release of rapid braking of the train by outputting hard-wired digital commands through the ATO. This command is output when the train speed is detected to reach (EBI-2) km / h (configurable).
[0093] The urban train braking control device provided by the present invention is described below. The urban train braking control device described below and the urban train braking control method described above can be referred to in correspondence.
[0094] Figure 5 This is a schematic diagram of the urban train braking control device provided by the present invention. Based on the content of any of the above embodiments, as... Figure 5 As shown, this device is used in a train automatic operation system. The device may include a speed acquisition module 501 and a braking control module 502, wherein:
[0095] Speed acquisition module 501 is used to acquire the current speed of trains in the target city area;
[0096] The braking control module 502 is used to output a braking command corresponding to the speed range based on the speed range to which the current speed belongs when the current speed is greater than the first speed.
[0097] The first speed is equal to the difference between the target speed and the preset speed of the train in the target city area.
[0098] Specifically, the speed acquisition module 501 and the braking control module 502 can be electrically connected.
[0099] Optionally, the braking control module 502 can be specifically used to output a rapid braking command when the current speed belongs to the first speed range;
[0100] The lower limit of the first speed range is the difference between the emergency braking trigger speed of the target city train and the preset speed, and the upper limit of the first speed range is the emergency braking trigger speed; the rapid braking command is the braking command corresponding to the first speed range.
[0101] Optionally, the braking control module 502 can also be specifically used to output common braking commands when the current speed belongs to the second speed range;
[0102] The lower limit of the second speed range is the sum of the differences between the target speed and the preset speed, and the upper limit of the second speed range is the difference between the emergency braking trigger speed and the preset speed; the commonly used braking command is the braking command corresponding to the second speed range.
[0103] Optionally, the braking control module 502 can also be specifically used to output a traction cut-off command when the current speed belongs to the third speed range;
[0104] The lower limit of the third speed range is the first speed, and the upper limit of the third speed range is the sum of the difference between the target speed and the preset speed; the traction cut-off command is the braking command corresponding to the third speed range.
[0105] Optionally, the braking control module 502 can also be specifically used to output an emergency braking command when the current speed belongs to the fourth speed range;
[0106] The lower limit of the fourth speed range is the emergency braking trigger speed; the emergency braking command is the braking command corresponding to the fourth speed range.
[0107] Optionally, the speed acquisition module 501 can also be used to acquire the target speed and the emergency braking trigger speed of the target urban train.
[0108] Optionally, the preset speed difference can be 2 km / h.
[0109] The urban train braking control device provided in this embodiment of the invention is used to execute the urban train braking control method described above. Its implementation method is consistent with that of the urban train braking control method provided by this invention, and it can achieve the same beneficial effects. Therefore, it will not be described again here.
[0110] This urban train braking control device is used in the urban train braking control methods of the foregoing embodiments. Therefore, the descriptions and definitions in the urban train braking control methods of the foregoing embodiments can be used to understand the execution modules in the embodiments of the present invention.
[0111] This invention optimizes the ATO's control method for train traction and braking by providing a signal-train functional interface that is more in line with train design principles and closer to manual driving strategies. By changing the way the VOBC outputs braking control commands to the train in the vehicle's electrical design, a more scientific train speed control strategy is designed, enabling more effective braking control of urban trains and achieving overspeed protection under normal system conditions, more precise stop alignment, and safety protection under system equipment failure.
[0112] Figure 6 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 6 As shown, the electronic device may include a processor 610, a communication interface 620, a memory 630, and a communication bus 640, wherein the processor 610, the communication interface 620, and the memory 630 communicate with each other through the communication bus 640. The processor 610 can call logical instructions in the memory 630 to execute a city train braking control method, which includes: obtaining the current speed of the target city train; if the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs; wherein the first speed is equal to the difference between the target speed of the target city train and a preset speed.
[0113] Furthermore, the logical instructions in the aforementioned memory 630 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0114] The processor 610 in the electronic device provided in this application embodiment can call the logical instructions in the memory 630. Its implementation method is consistent with the implementation method of the urban train braking control method provided in this application, and can achieve the same beneficial effects. It will not be described again here.
[0115] On the other hand, the present invention also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the urban train braking control method provided by the above methods. The method includes: obtaining the current speed of the target urban train; and, if the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs; wherein the first speed is equal to the difference between the target speed and the preset speed of the target urban train.
[0116] When the computer program product provided in this application embodiment is executed, it implements the above-mentioned urban train braking control method. Its specific implementation method is consistent with the implementation method described in the aforementioned method embodiment, and can achieve the same beneficial effects, which will not be repeated here.
[0117] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When executed by a processor, the computer program is implemented to perform the aforementioned urban train braking control methods. The method includes: acquiring the current speed of a target urban train; and, if the current speed is greater than a first speed, outputting a braking command corresponding to the speed range to which the current speed belongs; wherein the first speed is equal to the difference between the target speed of the target urban train and a preset speed.
[0118] When the computer program stored on the non-transitory computer-readable storage medium provided in this application embodiment is executed, it implements the above-mentioned urban train braking control method. Its specific implementation method is consistent with the implementation method described in the aforementioned method embodiment and can achieve the same beneficial effect, which will not be repeated here.
[0119] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.
[0120] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods of various embodiments or some parts of embodiments.
[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims
1. A braking control method for urban rail trains, characterized in that, For use in an automatic train operation system, the method includes: Obtain the current speed of trains within the target city area; If the current speed is greater than the first speed, a braking command corresponding to the speed range to which the current speed belongs is output; wherein, the first speed is equal to the difference between the target speed of the target urban area train and the preset speed difference; the preset speed difference is determined according to the line conditions and the parameter indicators of the target urban area train; Specifically, it includes: If the current speed belongs to the first speed range, a rapid braking command is output; wherein, the lower limit of the first speed range is the difference between the emergency braking trigger speed of the target urban train and the preset speed, and the upper limit of the first speed range is the emergency braking trigger speed; the rapid braking command is the braking command corresponding to the first speed range; When the current speed belongs to the second speed range, a common braking command is output; wherein, the lower limit of the second speed range is the sum of the differences between the target speed and the preset speed, and the upper limit of the second speed range is the difference between the emergency braking trigger speed and the preset speed; the common braking command is the braking command corresponding to the second speed range; If the current speed belongs to the third speed range, a traction cut-off command is output; wherein, the lower limit of the third speed range is the first speed, and the upper limit of the third speed range is the sum of the differences between the target speed and the preset speed; the traction cut-off command is the braking command corresponding to the third speed range; If the current speed belongs to the fourth speed range, an emergency braking command is output; wherein, the lower limit of the fourth speed range is the emergency braking trigger speed; and the emergency braking command is the braking command corresponding to the fourth speed range.
2. The urban train braking control method according to claim 1, characterized in that, Before obtaining the current speed of the train in the target city area, the method further includes: The target speed and the emergency braking trigger speed of the target urban train are obtained.
3. The urban train braking control method according to claim 1, characterized in that, The preset speed difference is 2 km / h.
4. A city train braking control device based on the city train braking control method according to any one of claims 1 to 3, characterized in that, For use in an automatic train operation system, the device includes: The speed acquisition module is used to obtain the current speed of trains in the target city area; The braking control module is used to output a braking command corresponding to the speed range based on the speed range to which the current speed belongs when the current speed is greater than the first speed. Wherein, the first speed is equal to the difference between the target speed and the preset speed of the target urban area train.
5. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the urban train braking control method as described in any one of claims 1 to 3.
6. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the urban train braking control method as described in any one of claims 1 to 3.