Train set constant speed running control method and device

Abstract

The application provides a train set constant speed running control method and device, which can be used in the technical field of train network control. The method comprises the following steps: acquiring an actual speed of a train set; if the actual speed of the train set is greater than a target speed, determining an acceleration setting value according to the actual speed and the target speed; determining an acceleration correction value according to a current running condition of the train set; determining a corrected acceleration setting value according to the acceleration setting value and the acceleration correction value; and adjusting the speed of the train set according to the corrected acceleration setting value until the train set runs at the target speed. The application provides a train set constant speed running control method and device, which considers the current running condition of the train set when adjusting the speed of the train set, so that the adaptability of the train set constant speed running control method is stronger.

Description

Technical Field

[0001] This application relates to the field of train network control technology, specifically to a method and device for controlling constant speed operation of a train set. Background Technology

[0002] Constant speed operation is a crucial mode for the normal operation of high-speed trains and an essential functional requirement. Research on constant speed control methods for high-speed train network control systems has significant practical implications. When a high-speed train is in constant speed control mode, the driver can significantly reduce the operation of traction and braking levers, effectively reducing the driver's workload and operational complexity, and conserving energy. The precision and smoothness of constant speed control ensure passenger comfort. Low constant speed mode also facilitates special needs such as coupling and car washing.

[0003] Good constant speed control methods can reduce the impulse rate during constant speed operation, stabilize the train at the target speed more quickly, reduce the frequency of switching between traction and braking states, and reduce the probability of train wheels spinning or skidding, among other advantages.

[0004] Previous control methods focused on locomotive applications, using speed difference as the input for PI control. These methods lack detailed operating conditions and their adaptability needs improvement. Summary of the Invention

[0005] In view of the problems in the prior art, the embodiments of this application provide a constant speed operation control method and device for train sets, which can at least partially solve the problems existing in the prior art.

[0006] On the one hand, this application proposes a constant speed operation control method for train sets, including:

[0007] Obtain the actual speed of the train set;

[0008] If the actual speed of the train is greater than the target speed, then the acceleration setting value is determined based on the actual speed and the target speed;

[0009] Determine the acceleration correction value based on the current operating conditions of the train set;

[0010] The corrected acceleration setting value is determined based on the acceleration setting value and the acceleration correction value;

[0011] The train set speed is adjusted according to the corrected acceleration set value until the train set runs at a constant speed at the target speed.

[0012] In some embodiments, determining the acceleration setpoint based on the actual velocity and the target velocity includes:

[0013] If the difference between the actual speed and the target speed is greater than the first threshold, then the acceleration setting value is determined to be the first setting value;

[0014] If the difference between the actual speed and the target speed is between 0 and the first threshold, then linear interpolation is performed between 0 and the first set value to obtain the acceleration set value.

[0015] In some embodiments, determining the acceleration correction value based on the current operating conditions of the train set includes:

[0016] If the difference between the actual speed and the target speed is less than the second threshold, or if the electric braking control ends and is not in the relief phase or constant deceleration phase, then the acceleration correction value is determined to be 0.

[0017] If the CTCS mode of the train set is not activated and the difference between the actual speed and the target speed is greater than a first limit, then an acceleration correction value is obtained by linear interpolation on the first maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition.

[0018] If the CTCS mode of the train set is activated and the difference between the actual speed and the target speed is greater than a second limit, then an acceleration correction value is obtained by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition.

[0019] In some embodiments, obtaining the acceleration correction value by linear interpolation over a first maximum acceleration correction amount based on the difference between the actual speed and the reference speed under the current operating condition includes:

[0020] Based on the difference between the actual speed and the reference speed under the current operating conditions, an acceleration correction reference value is obtained by linear interpolation on the first maximum acceleration correction amount.

[0021] The acceleration correction reference value is multiplied by the first coefficient to obtain the acceleration correction value, wherein the first coefficient is determined according to the current operating conditions of the train set;

[0022] The step of obtaining the acceleration correction value by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed under the current operating conditions includes:

[0023] Based on the difference between the actual speed and the second reference speed, an acceleration correction reference value is obtained by linear interpolation on the second maximum acceleration correction amount;

[0024] The acceleration correction reference value is multiplied by the target coefficient to obtain the acceleration correction value, wherein the target coefficient is determined according to the current operating conditions of the train set.

[0025] In some embodiments, adjusting the speed of the train set according to the corrected acceleration set value until the train set operates at a constant speed at the target speed includes:

[0026] Based on the difference between the actual speed and the target speed, determine whether the train set currently meets the end conditions of the braking control phase;

[0027] If the train set currently meets the end conditions of the braking control phase, then the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is used as the input of PI regulation to calculate the target braking force required for the adjustment phase of the train set.

[0028] The train set is braked according to the target braking force;

[0029] If the difference between the actual acceleration of the train set after braking and the corrected acceleration setting value is equal to 0, then the train set is determined to run at the target speed at a constant speed.

[0030] In some embodiments, if the train set currently meets the end conditions of the braking control phase, the acceleration difference between the current actual acceleration of the train set and the corrected acceleration setpoint is used as the input for PI regulation, and the calculation of the target braking force required for the train set adjustment phase includes:

[0031] If the train set currently meets the end conditions of the braking control phase, then it is determined whether pure electric braking can meet the constant speed operation requirements of the train set.

[0032] If pure electric braking can meet the constant speed operation requirements of the train set, then the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is used as the input of PI regulation to calculate the target braking force required for the adjustment phase of the train set, and the target braking force includes pure electric braking force.

[0033] In some embodiments, after determining whether pure electric braking can meet the constant speed operation requirements of the train set, the method further includes:

[0034] If pure electric braking cannot meet the constant speed operation requirements of the train set, the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is corrected to obtain the corrected acceleration difference.

[0035] The corrected acceleration difference is used as the input to the PI control to calculate the target braking force required for the train set adjustment phase. The target braking force includes pure electric braking force and air braking force.

[0036] In some embodiments, after braking the train set according to the target braking force, the method further includes:

[0037] If the difference between the actual acceleration of the train set after braking and the corrected acceleration setting value is not equal to 0, then it is determined whether the actual speed of the train set is greater than the target speed.

[0038] If the actual speed of the train is greater than the target speed, then the acceleration setting value is determined based on the actual speed and the target speed;

[0039] Determine the acceleration correction value based on the current operating conditions of the train set;

[0040] The corrected acceleration setting value is determined based on the acceleration setting value and the acceleration correction value;

[0041] The train set speed is adjusted according to the corrected acceleration set value until the train set runs at a constant speed at the target speed.

[0042] In some embodiments, after determining whether the train set currently meets the termination conditions of the braking control phase based on the difference between the actual speed and the target speed, the method further includes:

[0043] If the train set does not currently meet the end conditions of the braking control phase, then the braking mode of the train set is determined based on the difference between the actual speed and the target speed, wherein the braking mode includes type braking, deceleration-controlled braking, and significant braking.

[0044] The train set is braked in the braking mode until the train set meets the end conditions of the braking control phase.

[0045] In some embodiments, the termination condition of the braking control phase includes: the actual acceleration of the train set is greater than a set acceleration.

[0046] On the other hand, this application proposes a constant speed operation control device for train sets, comprising:

[0047] The acquisition module is used to obtain the actual speed of the train set;

[0048] The first determining module is used to determine an acceleration setting value based on the actual speed and the target speed if the actual speed of the train group is greater than the target speed.

[0049] The second determining module is used to determine the acceleration correction value based on the current operating conditions of the train set;

[0050] The third determining module is used to determine the corrected acceleration setting value based on the acceleration setting value and the acceleration correction value;

[0051] The speed adjustment module is used to adjust the speed of the train set according to the corrected acceleration set value until the train set runs at a constant speed at the target speed.

[0052] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps of the constant speed operation control method for train sets described in any of the above embodiments.

[0053] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the constant speed operation control method for train sets described in any of the above embodiments.

[0054] The constant-speed train operation control method and apparatus provided in this application acquire the actual speed of the train set; if the actual speed of the train set is greater than the target speed, an acceleration setpoint is determined based on the actual speed and the target speed; an acceleration correction value is determined based on the current operating conditions of the train set; a corrected acceleration setpoint is determined based on the acceleration setpoint and the acceleration correction value; and the speed of the train set is adjusted based on the corrected acceleration setpoint until the train set operates at a constant speed of the target speed. In this way, the current operating conditions of the train are taken into account when adjusting the speed of the train set, making the constant-speed train operation control method provided in this application more adaptable. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of this application 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 only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0056] Figure 1 This is a flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application.

[0057] Figure 2 This is a partial flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application.

[0058] Figure 3 This is a partial flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application.

[0059] Figure 4 This is a partial flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application.

[0060] Figure 5 This is a partial flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application.

[0061] Figure 6 This is a partial flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application.

[0062] Figure 7 This is a train network control system topology diagram provided in an embodiment of this application.

[0063] Figure 8 This is a flowchart of the PI control for acceleration setpoint correction provided in the embodiments of this application.

[0064] Figure 9 This is a schematic diagram of the composition of the braking force provided in the embodiments of this application.

[0065] Figure 10 This is a schematic diagram of the acceleration setting curve provided in the embodiments of this application.

[0066] Figure 11 This is a schematic diagram illustrating the working principle of the PI controller provided in the embodiments of this application.

[0067] Figure 12 This is a schematic diagram of the structure of a constant speed operation control device for train sets provided in an embodiment of this application.

[0068] Figure 13 This is a schematic diagram of the physical structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the embodiments of this application will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments and their descriptions are used to explain this application, but are not intended to limit this application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be arbitrarily arranged.

[0070] The terms “first,” “second,” etc., used in this document are not intended to specifically refer to order or sequence, nor are they used to limit this application; they are merely used to distinguish elements or operations described using the same technical terms.

[0071] The terms “include,” “including,” “have,” “contain,” etc., used in this article are all open-ended terms, meaning that they include but are not limited to.

[0072] The term "and / or" as used in this document includes any or all of the items mentioned.

[0073] It should be understood that in this application, some parameters for which no actual value or range is given can be set according to experience or actual needs based on the actual situation of the train set, and this application does not limit this.

[0074] The execution subject of the constant speed operation control method for train sets provided in this application includes, but is not limited to, a computer.

[0075] Figure 1 This is a flowchart illustrating a constant speed operation control method for train sets provided in an embodiment of this application, as shown below. Figure 1 As shown in the embodiment of this application, a constant speed operation control method for train sets includes:

[0076] S101. Obtain the actual speed of the train set;

[0077] S102. If the actual speed of the train set is greater than the target speed, then the acceleration setting value is determined based on the actual speed and the target speed.

[0078] S103. Determine the acceleration correction value based on the current operating conditions of the train set;

[0079] S104. Determine the corrected acceleration setting value based on the acceleration setting value and the acceleration correction value;

[0080] S105. Adjust the speed of the train set according to the corrected acceleration setting value until the train set runs at a constant speed at the target speed.

[0081] The constant-speed train operation control method provided in this application involves: acquiring the actual speed of the train set; if the actual speed is greater than the target speed, determining an acceleration setpoint based on the actual speed and the target speed; determining an acceleration correction value based on the current operating conditions of the train set; determining a corrected acceleration setpoint based on the acceleration setpoint and the acceleration correction value; and adjusting the speed of the train set according to the corrected acceleration setpoint until the train set operates at a constant speed at the target speed. In this way, the current operating conditions of the train are taken into account when adjusting the speed, making the constant-speed train operation control method provided in this application more adaptable.

[0082] In some embodiments, determining the acceleration setting value based on the actual speed and the target speed includes: if the difference between the actual speed and the target speed is greater than a first threshold, then determining the acceleration setting value as a first setting value; if the difference between the actual speed and the target speed is between 0 and the first threshold, then performing linear interpolation between 0 and the first setting value to obtain the acceleration setting value.

[0083] In some embodiments, determining the acceleration correction value based on the current operating conditions of the train set includes:

[0084] If the difference between the actual speed and the target speed is less than the second threshold, or if the electric braking control ends and is not in the relief phase or constant deceleration phase, then the acceleration correction value is determined to be 0.

[0085] If the CTCS mode of the train set is not activated and the difference between the actual speed and the target speed is greater than a first limit, then an acceleration correction value is obtained by linear interpolation on the first maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition.

[0086] If the CTCS mode of the train set is activated and the difference between the actual speed and the target speed is greater than a second limit, then an acceleration correction value is obtained by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition.

[0087] like Figure 2 As shown, in some embodiments, obtaining the acceleration correction value by linear interpolation over a first maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition includes:

[0088] S1031. Based on the difference between the actual speed and the reference speed under the current operating conditions, linear interpolation is performed on the first maximum acceleration correction amount to obtain an acceleration correction reference value.

[0089] S1032. Multiply the acceleration correction reference value by the first coefficient to obtain the acceleration correction value, wherein the first coefficient is determined according to the current operating conditions of the train set.

[0090] like Figure 3 As shown, in some embodiments, obtaining the acceleration correction value by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition includes:

[0091] S1033. Based on the difference between the actual speed and the second reference speed, perform linear interpolation on the second maximum acceleration correction amount to obtain an acceleration correction reference value;

[0092] S1034. Multiply the acceleration correction reference value by the target coefficient to obtain the acceleration correction value, wherein the target coefficient is determined according to the current operating conditions of the train set.

[0093] like Figure 4 As shown, in some embodiments, adjusting the speed of the train set according to the corrected acceleration setpoint until the train set operates at a constant speed at the target speed includes:

[0094] S1051. Based on the difference between the actual speed and the target speed, determine whether the train set currently meets the end conditions of the braking control phase.

[0095] S1052. If the train set currently meets the end conditions of the braking control phase, then the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is used as the input of PI regulation to calculate the target braking force required for the adjustment phase of the train set.

[0096] S1053. Brake the train set according to the target braking force;

[0097] S1054. If the difference between the actual acceleration of the train set after braking and the corrected acceleration setting value is equal to 0, then the train set is determined to run at the target speed at a constant speed.

[0098] like Figure 5 As shown, in some embodiments, if the train set currently meets the end conditions of the braking control phase, the acceleration difference between the current actual acceleration of the train set and the corrected acceleration setpoint is used as the input for PI regulation. Calculating the target braking force required for the train set adjustment phase includes:

[0099] S10521. If the train set currently meets the end conditions of the braking control phase, then determine whether pure electric braking can meet the constant speed operation requirements of the train set.

[0100] S10522. If pure electric braking can meet the constant speed operation requirements of the train set, the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is used as the input of PI regulation to calculate the target braking force required for the adjustment phase of the train set, wherein the target braking force includes pure electric braking force.

[0101] like Figure 6 As shown, in some embodiments, after determining whether pure electric braking can meet the constant speed operation requirements of the train set, the method further includes:

[0102] S10523. If pure electric braking cannot meet the constant speed operation requirements of the train set, the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is corrected to obtain the corrected acceleration difference.

[0103] S10524. Using the corrected acceleration difference as the input to PI regulation, calculate the target braking force required for the train set adjustment phase. The target braking force includes pure electric braking force and air braking force.

[0104] In some embodiments, after braking the train set according to the target braking force, the method further includes:

[0105] If the difference between the actual acceleration of the train set after braking and the corrected acceleration setting value is not equal to 0, then it is determined whether the actual speed of the train set is greater than the target speed.

[0106] If the actual speed of the train is greater than the target speed, then the acceleration setting value is determined based on the actual speed and the target speed;

[0107] Determine the acceleration correction value based on the current operating conditions of the train set;

[0108] The corrected acceleration setting value is determined based on the acceleration setting value and the acceleration correction value;

[0109] The train set speed is adjusted according to the corrected acceleration set value until the train set runs at a constant speed at the target speed.

[0110] In some embodiments, after determining whether the train set currently meets the termination conditions of the braking control phase based on the difference between the actual speed and the target speed, the method further includes:

[0111] If the train set does not currently meet the end conditions of the braking control phase, then the braking mode of the train set is determined based on the difference between the actual speed and the target speed, wherein the braking mode includes type braking, deceleration-controlled braking, and significant braking.

[0112] The train set is braked in the braking mode until the train set meets the end conditions of the braking control phase.

[0113] In some embodiments, the termination condition of the braking control phase includes: the actual acceleration of the train set is greater than a set acceleration.

[0114] To better understand this application, the research background of this application will be introduced in detail below.

[0115] The constant speed control method for train sets uses onboard traction and braking controllers to adjust the speed to the set value. During normal operation, the train speed reaches the set speed value without positive or negative overshoot. In this application, the braking force can be pure electric braking force or a combination of electric and air braking forces.

[0116] The constant speed control method for train sets involved in this application uses acceleration as the core to control speed. The speed difference between the actual speed and the target speed is converted into acceleration, and the traction force or braking force of the train (which may include electric braking force and air braking force) is controlled so that the speed of the train can be kept constant within the allowable error range of the set target speed.

[0117] Figure 7 This is a topology diagram of the train network control system involved in this application, such as... Figure 7 As shown, the train network control system involved in this application includes a central control unit (CCU), a human-machine interface display (HMI), a brake control unit (BCU), a traction control unit (TCU), a train automatic control system, and a China Train Control System (CTCS). The HMI is used to activate the constant speed mode. The CTCS sends the target speed or the restricted maximum operating speed to the central control unit. The TCU and BCU provide real-time feedback to the CCU on their available maximum traction force, maximum electric braking force, and maximum air braking force. The central control unit calculates the actual train acceleration based on the actual speed and corrects the target acceleration; the target acceleration correction value is calculated using different formulas depending on different operating conditions. During the braking control phase, which includes electric or air braking force, the target braking force is increased using a fixed slope. During the PI braking speed regulation phase, which includes electric or air braking force, the acceleration difference is used as the input for the braking force setpoint in the PI speed regulation phase. The central control unit outputs the required electric or air braking force (or a combined electric and air braking force) to the corresponding subsystem. Specifically:

[0118] Constant speed control mode can be activated remotely or by the local driver in the driver's cab via the HMI. The target speed can be sourced from: 1) the target speed input by the driver via the HMI; 2) the target speed input by the driver using the speed lever; or 3) the target speed input by the Train Automatic Control System / CTCS, or a restricted maximum operating speed. The central control unit is responsible for receiving and processing constant speed control mode commands.

[0119] The flowchart of the PI control for acceleration setpoint correction is as follows: Figure 8As shown. After receiving the constant speed control mode command, the central control unit calculates the train acceleration based on the actual speed, using the acceleration difference as the input for PI regulation. The acceleration difference equals the actual acceleration value minus the corrected acceleration setpoint. The corrected acceleration setpoint equals the acceleration setpoint plus the correction term. The acceleration setpoint is set based on the speed difference and serves as the base value for the acceleration algorithm. The acceleration correction value is calculated using different methods depending on the operating conditions. For example, when CTCS is activated, if the speed difference exceeds a limit, method 2 is used for correction; otherwise, method 1 is used. During the braking control phase, which includes electric or air braking force, the target braking force is increased using a fixed slope. During the PI braking speed regulation phase, which includes electric or air braking force, the acceleration difference is used as the input for the braking force setpoint in the PI speed regulation phase. If it is pure electric braking force, it is sent to the TCU; if it is electric or air braking force, it is sent to both the TCU and BCU. The TCU or BCU applies the actual force. Subsequently, the central control unit continues iterative calculations, forming a closed loop. When the ASC acceleration difference is 0, the train enters coasting mode.

[0120] like Figure 9 As shown, the target braking force is divided into the target braking force in the control phase and the target braking force in the speed regulation phase. The target braking force in the control phase may include the target electric braking force and the target air braking force in the control phase, while the target braking force in the speed regulation phase includes the target electric braking force and the target air braking force in the speed regulation phase.

[0121] The formula for correcting the acceleration setpoint is as follows:

[0122] a 修正后设定值 =a 设定值 +a 修正值 ;

[0123] Among them, a 设定值 The acceleration setting curve is determined based on the speed difference and is used during constant-speed traction. (See figure below.) Figure 10 As shown in the diagram, the horizontal axis of the acceleration setting curve represents the velocity difference, and the vertical axis represents the acceleration. ΔV1 represents the velocity difference threshold for reaching the maximum acceleration limit, and ΔV3 represents the velocity difference threshold for reaching the maximum deceleration limit. Considering maximum force limitation and passenger comfort, the maximum acceleration a is limited when the velocity difference Δv > ΔV1. 1max When the velocity difference is between 0 and ΔV1, the acceleration setpoint is adjusted from 0 to a. 1max The linear difference between ΔV2 and ΔV2. When the velocity difference is between ΔV2 and 0, the acceleration setpoint is a linear difference between 0 and a3 with a smaller slope. When the velocity difference is between ΔV3 and ΔV2, the acceleration setpoint is between a3 and a3. 2max The linear difference between them. When the velocity difference is less than ΔV3, the acceleration setpoint is limited to a. 2max .

[0124] Operating Condition 1:

[0125] a 修正后设定值 =a 设定值 +a 修正值 , where a 修正值 =0.

[0126] ASC speed difference (Δv=v) 实际值 -v 设定值 (1) Less than 0; (2) Electrical control ends and is not in the relief phase or constant deceleration phase; (3) The difference between the current speed and the set speed is less than a specific value.

[0127] Operating Condition Two:

[0128] When the CTCS mode is not activated and the speed difference exceeds a certain limit, the first method of correction is applied. The difference between the smoothed actual speed value and the baseline speed value for the current stage (e.g., whether the current stage is the air brake application stage or the release stage; the baseline speed value may differ for each operating stage) is calculated. Then, a linear interpolation is performed on the maximum acceleration correction, and finally, this is multiplied by a coefficient K1. Coefficient K1 is a percentage value representing the linear interpolation based on the speed difference after entering the release stage. The maximum acceleration correction is a value calculated based on the braking capacity.

[0129] Operating Condition 3:

[0130] When CTCS mode is activated and the speed difference exceeds a certain limit, the correction for operating condition three begins. The difference between the smoothed actual speed value and the reference speed value for this stage is calculated, then linearly interpolated, and finally multiplied by a coefficient k2. The absolute values ​​of the maximum acceleration limit and the maximum deceleration limit can be different.

[0131] The coefficient K2 is the percentage of linear interpolation based on the velocity difference before entering the mitigation phase.

[0132] The slope variation of the revised acceleration setting is limited to prevent it from affecting comfort.

[0133] Braking control phase:

[0134] When the actual speed exceeds the target speed, the braking control phase begins. The central control unit categorizes the braking force during this phase into three levels based on the actual speed difference: moderate braking (minimum ΔV), deceleration-controlled braking (ΔV at an intermediate value), and significant braking (ΔV greater than a large fixed value). The central control unit assigns three time intervals (t1, t2, and t3) to each of these braking types. After executing the corresponding time interval, the braking speed adjustment phase begins. If the actual acceleration exceeds the set acceleration during this phase, the braking force control phase automatically terminates.

[0135] In the control phase, the target electric braking force is integrated according to the appropriate slope, and the integration operation is limited to a minimum and a maximum value.

[0136] The target air braking force during the control phase is calculated as follows: If the ASC speed difference is greater than a large fixed value, the target air braking force during the control phase is the "air braking force that needs to be supplemented if the electric braking is insufficient"; otherwise, the target air braking force during the control phase is the percentage value adapted to the "air braking force that needs to be supplemented if the electric braking is insufficient".

[0137] PI braking speed regulation stage:

[0138] PI stands for Proportional-Integral (PI) control algorithm. It primarily calculates the required setpoint output by adjusting a linear combination of proportional and integral parameters to the system control error, thereby reducing system control error. A schematic diagram of a PI controller is shown below. Figure 11 As shown, the central control unit (CCU) performs PI regulation during the braking speed adjustment phase to calculate the required target braking force (force setpoint). If it is purely electric braking force, the result is sent to the TCU; if it is a combination of electric and air braking force (air-electric hybrid), the result is sent to the BCU. The TCU and BCU output the actual force. Then, the CCU continues iterative calculation based on the actual speed value after the actual output force. This forms a control closed loop. Minimum and maximum values ​​for the braking force must be defined. The CCU also needs to filter the ASC acceleration difference and limit the slope change.

[0139] Pure electric braking:

[0140] When the pure electric system can meet the constant speed operation requirement, the central control unit calculates the ASC acceleration difference (Δa=a). 实际值 -a 修正后设定值 The system uses the ASC acceleration difference as input to the PI control to calculate the required force setpoint. The central control unit then sends the calculated target pure electric braking force to the TCU.

[0141] Pneumatic-electric hybrid braking:

[0142] For hybrid pneumatic-electric braking, considering the impact of air brake deactivation, a secondary correction is needed to the ASC acceleration difference. The central control unit (CCU) uses this corrected ASC acceleration difference as input for PI control. The CCU sends the calculated electric braking force to the TCU and the calculated air braking force to the BCU. The TCU and BCU output the actual force. The CCU then recalculates the ASC acceleration difference based on the actual speed value after outputting the actual force.

[0143] This application proposes a constant speed control method for high-speed trains with deceleration setpoint correction. When the target speed is less than the actual speed, the central control unit receives the target speed from the outside, calculates the actual train speed, acceleration, and speed difference, and uses a relatively complex algorithm to calculate the acceleration difference. The acceleration difference equals the actual acceleration value minus the corrected acceleration setpoint. The corrected acceleration setpoint equals the acceleration setpoint plus a correction term. The acceleration setpoint is set based on the speed difference and serves as the base value for the acceleration algorithm. The acceleration correction value is calculated using different formulas depending on different operating conditions. During the braking control phase, which includes either electric or air braking force, the target braking force is increased using a fixed slope. During the PI braking speed regulation phase, which also includes either electric or air braking force, the acceleration difference is used as the input to the braking force setpoint for the PI speed regulation phase. The central control unit outputs the required electric or air braking force (or a combined electric and air braking force) to the corresponding subsystem.

[0144] The method provided in this application allows for adaptive adjustment of the traction force, electric braking force, and air braking force output by the target train's traction system and braking system, thereby improving the constant speed control effect of the target train to a certain extent. It can further broaden the constant speed control requirements of the target train in different application scenarios. It possesses at least the following advantages: it can stabilize to the target speed relatively quickly; it has a better convergence speed; it has better adaptability, adapting to more detailed operating conditions, such as when implementing automatic train control system braking; this method combines air braking, adapting to more road conditions, such as operation on long gradients.

[0145] Furthermore, conventional control methods do not consider combined pneumatic and electric braking. This application employs a constant speed control method with corrected acceleration differences, applicable not only to EMUs operating at constant speed using pure electric power, but also to EMUs operating at constant speed using a combined pneumatic and electric braking system. In other words, the method provided in this application can be applied to centralized power EMUs, distributed power EMUs, and other locomotives and urban rail vehicles requiring constant speed control.

[0146] Figure 12 This is a schematic diagram of the structure of a train constant speed operation control device provided in an embodiment of this application, as shown below. Figure 12 As shown in the embodiment of this application, the train set constant speed operation control device includes:

[0147] Module 21 is used to acquire the actual speed of the train set;

[0148] The first determining module 22 is used to determine an acceleration setting value based on the actual speed and the target speed if the actual speed of the train group is greater than the target speed.

[0149] The second determining module 23 is used to determine the acceleration correction value based on the current operating conditions of the train set;

[0150] The third determining module 24 is used to determine the corrected acceleration setting value based on the acceleration setting value and the acceleration correction value;

[0151] The speed adjustment module 25 is used to adjust the speed of the train set according to the corrected acceleration setting value until the train set runs at a constant speed at the target speed.

[0152] The embodiments of the apparatus provided in this application can be used to execute the processing flow of the above-described method embodiments. Its functions will not be repeated here, but can be referred to the detailed description of the above-described method embodiments.

[0153] Figure 13 This is a schematic diagram of the physical structure of an electronic device provided in an embodiment of this application, as shown below. Figure 13 As shown, the electronic device may include a processor 301, a communications interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communications interface 302, and the memory 303 communicate with each other via the communication bus 304. The processor 301 may call logical instructions in the memory 303 to execute the methods described in any of the above embodiments.

[0154] Furthermore, the logical instructions in the aforementioned memory 303 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 this application, 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 described in the various embodiments of this application. 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.

[0155] This embodiment discloses a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when the program instructions are executed by a computer, the computer can perform the methods provided in the above-described method embodiments.

[0156] This embodiment provides a computer-readable storage medium storing a computer program that causes the computer to perform the methods provided in the above-described method embodiments.

[0157] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0158] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0159] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0160] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0161] In the description of this specification, the references to terms such as "an embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0162] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above descriptions are merely specific embodiments of this application and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for controlling constant speed operation of a train set, characterized in that, include: Obtain the actual speed of the train set; If the actual speed of the train is greater than the target speed, then the acceleration setting value is determined based on the actual speed and the target speed; Determine the acceleration correction value based on the current operating conditions of the train set; The corrected acceleration setting value is determined based on the acceleration setting value and the acceleration correction value; The train set speed is adjusted according to the corrected acceleration set value until the train set runs at a constant speed at the target speed. Determining the acceleration correction value based on the current operating conditions of the train set includes: If the difference between the actual speed and the target speed is less than the second threshold, or if the electric braking control ends and is not in the relief phase or constant deceleration phase, then the acceleration correction value is determined to be 0. If the CTCS mode of the train set is not activated and the difference between the actual speed and the target speed is greater than a first limit, then an acceleration correction value is obtained by linear interpolation on the first maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition. If the CTCS mode of the train set is activated and the difference between the actual speed and the target speed is greater than a second limit, then an acceleration correction value is obtained by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition.

2. The method according to claim 1, characterized in that, Determining the acceleration setpoint based on the actual speed and the target speed includes: If the difference between the actual speed and the target speed is greater than the first threshold, then the acceleration setting value is determined to be the first setting value; If the difference between the actual speed and the target speed is between 0 and the first threshold, then linear interpolation is performed between 0 and the first set value to obtain the acceleration set value.

3. The method according to claim 1, characterized in that, The step of obtaining the acceleration correction value by linear interpolation based on the difference between the actual speed and the reference speed under the current operating conditions includes: Based on the difference between the actual speed and the reference speed under the current operating conditions, an acceleration correction reference value is obtained by linear interpolation on the first maximum acceleration correction amount. The acceleration correction reference value is multiplied by the first coefficient to obtain the acceleration correction value, wherein the first coefficient is determined according to the current operating conditions of the train set; The step of obtaining the acceleration correction value by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed under the current operating conditions includes: Based on the difference between the actual speed and the reference speed under the current operating conditions, an acceleration correction reference value is obtained by linear interpolation on the second maximum acceleration correction amount. The acceleration correction reference value is multiplied by the second coefficient to obtain the acceleration correction value, wherein the second coefficient is determined according to the current operating conditions of the train set.

4. The method according to claim 1, characterized in that, The step of adjusting the speed of the train set according to the corrected acceleration set value until the train set runs at a constant speed at the target speed includes: Based on the difference between the actual speed and the target speed, determine whether the train set currently meets the end conditions of the braking control phase; If the train set currently meets the end conditions of the braking control phase, then the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is used as the input of PI regulation to calculate the target braking force required for the speed regulation phase of the train set. The train set is braked according to the target braking force; If the difference between the actual acceleration of the train set after braking and the corrected acceleration setting value is equal to 0, then the train set is determined to run at the target speed at a constant speed.

5. The method according to claim 4, characterized in that, If the train set currently meets the end conditions of the braking control phase, then the acceleration difference between the current actual acceleration of the train set and the corrected acceleration setpoint is used as the input for PI regulation. The calculation of the target braking force required for the adjustment phase of the train set includes: If the train set currently meets the end conditions of the braking control phase, then it is determined whether pure electric braking can meet the constant speed operation requirements of the train set. If pure electric braking can meet the constant speed operation requirements of the train set, then the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is used as the input of PI regulation to calculate the target braking force required for the adjustment phase of the train set, and the target braking force includes pure electric braking force.

6. The method according to claim 5, characterized in that, After determining whether pure electric braking can meet the constant speed operation requirements of the train set, the method further includes: If pure electric braking cannot meet the constant speed operation requirements of the train set, the acceleration difference between the current actual acceleration of the train set and the corrected acceleration set value is corrected to obtain the corrected acceleration difference. The corrected acceleration difference is used as the input to the PI control to calculate the target braking force required for the train set adjustment phase. The target braking force includes pure electric braking force and air braking force.

7. The method according to claim 4, characterized in that, After braking the train set according to the target braking force, the method further includes: If the difference between the actual acceleration of the train set after braking and the corrected acceleration setting value is not equal to 0, then it is determined whether the actual speed of the train set is greater than the target speed. If the actual speed of the train is greater than the target speed, then the acceleration setting value is determined based on the actual speed and the target speed; Determine the acceleration correction value based on the current operating conditions of the train set; The corrected acceleration setting value is determined based on the acceleration setting value and the acceleration correction value; The train set speed is adjusted according to the corrected acceleration set value until the train set runs at a constant speed at the target speed.

8. The method according to claim 4, characterized in that, After determining whether the train set currently meets the termination conditions of the braking control phase based on the difference between the actual speed and the target speed, the method further includes: If the train set does not currently meet the end conditions of the braking control phase, then the braking mode of the train set is determined based on the difference between the actual speed and the target speed, wherein the braking mode includes type braking, deceleration-controlled braking, and significant braking. The train set is braked in the braking mode until the train set meets the end conditions of the braking control phase.

9. The method according to claim 8, characterized in that, The termination condition for the braking control phase includes: the actual acceleration of the train set is greater than the set acceleration.

10. A constant speed operation control device for train sets, characterized in that, include: The acquisition module is used to obtain the actual speed of the train set; The first determining module is used to determine an acceleration setting value based on the actual speed and the target speed if the actual speed of the train group is greater than the target speed. The second determining module is used to determine the acceleration correction value based on the current operating conditions of the train set; The third determining module is used to determine the corrected acceleration setting value based on the acceleration setting value and the acceleration correction value; The speed adjustment module is used to adjust the speed of the train set according to the corrected acceleration set value until the train set runs at a constant speed at the target speed. The second determining module is specifically used for: If the difference between the actual speed and the target speed is less than the second threshold, or if the electric braking control ends and is not in the relief phase or constant deceleration phase, then the acceleration correction value is determined to be 0. If the CTCS mode of the train set is not activated and the difference between the actual speed and the target speed is greater than a first limit, then an acceleration correction value is obtained by linear interpolation on the first maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition. If the CTCS mode of the train set is activated and the difference between the actual speed and the target speed is greater than a second limit, then an acceleration correction value is obtained by linear interpolation on the second maximum acceleration correction amount based on the difference between the actual speed and the reference speed of the current operating condition.

11. 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 computer program, it implements the steps of the method according to any one of claims 1 to 9.

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

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