A brake control method and device for a long consist train

Abstract

The application discloses a brake control method and device for a long-formation train, and relates to the technical field of railway train traction control.The main technical scheme of the application is as follows: in the process that the train drives to the calibration position of a stop and approach mark, the model correction function of a brake model on the train is activated, the target emergency brake intervention speed at the current time is acquired by using the on-board ATP, the corresponding target preset intervention speed level is determined, the target preset intervention speed level represents the numerical value of the shortened speed interval among the emergency brake intervention speed, the normal brake intervention speed and the allowed speed of the train, and thus, as the distance between the train and the calibration position shortens, the target emergency brake intervention speed decreases, and correspondingly, the target preset intervention speed level also decreases, the speed interval among the above-mentioned three speeds shortens, and the target allowed speed is indirectly increased, so that the long-formation train maximally shortens the limit distance for approaching the calibration position, and the stop and approach mark operation is completed.

Description

Technical Field

[0001] This application relates to the field of railway train traction control technology, and in particular to a braking control method and device for long-formation trains. Background Technology

[0002] Automatic Train Protection (ATP) is a key device for ensuring the safe operation of trains. Its core technology is to build a braking model based on factors such as train braking performance, track conditions, and movement authorization. The onboard ATP then uses the braking curve planned by the braking model to monitor the train speed in real time, thereby ensuring the safe operation of the train.

[0003] Currently, the most obvious characteristics of freight trains, unlike passenger trains, are that they have more trains in formation, are longer, carry greater loads, and operate at lower speeds. Therefore, in railway operations involving stopping at designated markers, especially when the length of long trains (such as freight trains) is close to the platform length, during the process of bringing the train to the siding and controlling it to stop at the marker, the onboard ATP (Automatic Train Protection) system often uses a braking model to control the permissible speed very low as the train approaches the designated stopping position. This is to avoid the actual stopping position exceeding the marked position, thus preventing the possibility of encroaching on other track space.

[0004] However, because this permissible speed is controlled very low, it is easy for the train to approach the limit distance of the marked position too far, that is, the actual stopping position is too far from the marked position, which in turn poses the risk that the tail of the freight train is still on the main line track or in the turnout area. This makes it difficult to meet the safety requirements for stopping and approaching the mark for long trains. Summary of the Invention

[0005] This application provides a braking control method and device for long-formation trains. The main purpose is to minimize the extreme distance between the long-formation train and the designated stopping position (i.e., the distance between the actual stopping position and the designated position) by correcting the braking model applied on the train during the process of the train approaching the designated stopping position, thereby meeting the safety requirements of the long-formation train stopping operation.

[0006] To achieve the above objectives, this application mainly provides the following technical solutions:

[0007] The first aspect of this application provides a braking control method for long-formation trains, the method comprising:

[0008] During the process of the train moving toward the designated position of the stopping marker, the model correction function for the braking model on the train is activated.

[0009] Use the onboard ATP to obtain the target emergency braking intervention speed at the current moment;

[0010] Determine the target preset intervention speed level corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed level is one of a plurality of progressively increasing preset intervention speed levels, and the preset intervention speed level is used to characterize the numerical level of the intervention speed interval among the emergency braking intervention speed, the service braking intervention speed, and the train's permissible speed, and there is a positive correlation between the level of the preset intervention speed level and the numerical level of the intervention speed interval;

[0011] Based on the numerical value of the intervention speed interval represented by the preset intervention speed level of the target, the braking model corrects the target's commonly used braking intervention speed and the target's permissible speed at the current moment;

[0012] Based on the corrected target common braking intervention speed and the target permissible speed, the train is controlled to move towards the designated position to perform a stopping and marker operation.

[0013] A second aspect of this application provides a braking control device for long-formation trains, the device comprising:

[0014] The activation unit is used to activate the model correction function of the braking model on the train as the train moves toward the designated position of the stopping marker.

[0015] The first acquisition unit is used to acquire the target emergency braking intervention speed at the current moment using the onboard ATP.

[0016] The first determining unit is used to determine the target preset intervention speed level corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed level is one of a plurality of progressively increasing preset intervention speed levels, and the preset intervention speed level is used to characterize the numerical level of the intervention speed interval among the emergency braking intervention speed, the normal braking intervention speed, and the permissible speed of the train, and the level of the preset intervention speed level is positively correlated with the numerical level of the intervention speed interval;

[0017] The correction unit is used to correct the target's commonly used braking intervention speed and the target's permissible speed as planned by the braking model at the current moment, based on the numerical level of the intervention speed interval represented by the target's preset intervention speed level.

[0018] The control unit is used to control the train to move towards the designated position to perform a stopping and docking operation based on the corrected target common braking intervention speed and the target permissible speed.

[0019] A third aspect of this application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the braking control method for long-formation trains as described above.

[0020] The fourth aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the braking control method for long-formation trains as described above.

[0021] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages:

[0022] This application provides a braking control method and device for long-formation trains. During the train's approach to the designated stopping point, this application activates the model correction function of the train's braking model. With the model correction function enabled, this application utilizes the onboard ATP to obtain the target emergency braking intervention speed at the current moment and further determines its corresponding target preset intervention speed level. Since this target preset intervention speed level characterizes the magnitude of the reduction in speed interval among the emergency braking intervention speed, the service braking intervention speed, and the train's permissible speed, it dynamically achieves a high intervention speed interval (i.e., exhibiting a high speed) when the level is high. The speed interval is relatively large, but when the level decreases, the corresponding intervention speed interval becomes very low (i.e., the speed interval is small, that is, the speed interval is shortened). As the distance between the train and the designated position shortens, the target emergency braking intervention speed decreases, and the target preset intervention speed level also decreases accordingly. Based on this, the speed interval between the above three is also shortened, which is equivalent to raising the permissible speed. This ensures that the permissible speed will not be suppressed too low as the train approaches the designated position. In this way, long train formations can minimize the extreme distance to the designated position (i.e., the distance between the actual stopping position and the designated position) and complete the stopping and approaching the designated position operation.

[0023] Compared with existing technologies, this application solves the problem of the long distance between the parking marker and the designated position for long trains. The parking marker solution provided in this application will not exceed the designated position, and under the premise of safety, it allows the train to stop as close to the designated position as possible, thereby meeting the safety requirements for parking marker operations of long trains.

[0024] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0025] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0026] Figure 1 A flowchart of a braking control method for a long-formation train provided in this application embodiment;

[0027] Figure 2 A flowchart illustrating another braking control method for a long-formation train provided in this application embodiment;

[0028] Figure 3 Take, for example, the three time stages of calculating the brake shoe pressure of a train;

[0029] Figure 4 A block diagram illustrating the composition of a braking control device for a long-formation train, provided in an embodiment of this application;

[0030] Figure 5 A block diagram illustrating the composition of a braking control device for another long-formation train provided in this application embodiment. Detailed Implementation

[0031] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0032] Currently, in railway operations, when a train needs to stop at a station, in order not to affect the passage of other trains on the main line, the train must be moved to a siding track and stop before the marked position on that track. If the train actually stops beyond the marked position, there is a possibility of encroaching on the space of other tracks; if the train actually stops far from the marked position, there is a possibility that the rear of the train may still be on the main line track or in the turnout area, posing a potential risk to trains on other tracks.

[0033] Currently, onboard ATP (Automatic Train Protection) systems on trains use braking curves planned by braking models to monitor and plan train operation during stop-and-go maneuvers, resulting in trains rarely stopping beyond the designated stop position, except for exceptional malfunctions. The inventors have discovered that the main challenge is to ensure the stopping limit is close to the designated stop position without exceeding it. Furthermore, especially when the length of long train sets (such as freight trains) is close to the platform length, if the actual stopping position is far from the designated position, there is an unavoidable risk that the rear of the train may still be on the mainline track or in the switch area.

[0034] Therefore, the inventors, through research, found that although lowering the permissible speed as the train approaches the designated position can largely ensure driving safety, existing braking models are often universal and prioritize safety (without considering other factors), resulting in a very low permissible speed. This causes the train to stop far from the designated position. Since the standards for driving safety can be appropriately relaxed within a reasonable range, the permissible speed can be increased under these relaxed conditions to allow the train to travel a little further and approach the designated position as close as possible to the limit. This kind of safe operation requirement for stopping and approaching the designated position is the real requirement for long-formation trains.

[0035] Based on the above considerations, embodiments of this application provide a braking control method for long-formation trains, such as... Figure 1 As shown, the following specific steps are provided in this embodiment of the application:

[0036] 101. During the process of the train moving toward the designated position of the stopping marker, activate the model correction function for the braking model on the train.

[0037] The braking model is pre-set on the train. The onboard ATP uses the braking curve planned by the braking model to monitor the train's operating speed in real time. This braking curve mainly includes an emergency braking curve and a service braking curve. The emergency braking curve is the bottom line for train safety and cannot be changed. However, as the train gets closer to the calibration position, the required emergency braking intervention speed continuously decreases, which will affect the service braking intervention speed and the permissible speed. Therefore, the service braking curve will change accordingly.

[0038] Among them, the emergency braking intervention speed, the service braking intervention speed, and the permissible speed are the three speeds that the onboard ATP mainly monitors when monitoring the train's running speed. When the train's running speed exceeds the permissible speed, the onboard ATP prompts the driver to control the speed through an audible and visual alarm; when the train's running speed exceeds the service braking intervention speed, the onboard ATP outputs a service braking command to control the train to decelerate; when the train's most unfavorable position / speed, considering speed and distance measurement errors, exceeds the emergency braking intervention speed, the onboard ATP outputs an emergency braking command to control the train to stop. In order to prevent train speeding accidents, the relationship between the three speed values ​​is limited as follows, formula (1):

[0039] V_sbi≤V_ebi-n1km / h;

[0040] V_permit≤V_sbi-n2km / h; Formula (1);

[0041] Where V_ebi is the emergency braking intervention speed, V_sbi is the normal braking intervention speed, V_permit is the permitted speed, and n1 and n2 are positive integers (which may be equal or unequal) used to characterize the speed interval between these three speeds.

[0042] The triggering conditions for activating the model correction function of the braking model include at least the following:

[0043] (1) Set the “NV_MODCOR field” in the configuration data of the braking model to indicate whether the onboard ATP allows the “model correction function” to be activated during the train’s entry into the station.

[0044] The setting of the "NV_MODCOR field" in the configuration data is for driving safety considerations. Since the model correction function is actually a practice that sacrifices safety for efficiency "under the premise of driving safety", it is necessary to set such a field in the vehicle ATP as a dedicated "switch" so that the model correction function can be forcibly turned off when needed to avoid potential safety risks.

[0045] In addition, for flexibility, while enabling automatic activation of the "model correction function", a human-machine interface can also be added to allow the driver to choose whether to allow the "model correction function" to be activated.

[0046] (2) The train type is a freight train or a heavy-duty freight train, which is a long-formation train.

[0047] (3) The on-board ATP operation mode is "full monitoring mode" or "guided mode".

[0048] (4) The train is approaching the end of the train operation permit (the estimated position is greater than the indicated point, which is a calculated position related to the end of the train operation permit and has a common function), and the end of the train operation permit is located on the track within the station, meaning the train is about to enter the station and stop.

[0049] During train operation, if all the above conditions are met, the onboard ATP will automatically activate the model correction function. However, if any of these conditions are no longer met, the model correction function should be stopped immediately and the train should revert to the existing braking model.

[0050] 102. Use the onboard ATP to obtain the target emergency braking intervention speed at the current moment.

[0051] For ease of description, the current moment referred to in the embodiments of this application is any selected monitoring moment during the process of the train moving toward the designated position of the stopping marker, which can also be referred to as the moment of correcting the "braking model".

[0052] As the train gets closer to the designated position, the emergency braking intervention speed required by the onboard ATP is constantly changing. Therefore, at different monitoring times, the embodiments of this application can correct the "braking model" according to different emergency braking intervention speeds. This can shorten the speed interval between the emergency braking intervention speed, the normal braking intervention speed, and the train's permissible speed through intervention, thereby indirectly and relatively increasing the permissible speed. This avoids the train's permissible speed being reduced too much as it gets closer to the designated position.

[0053] Therefore, based on the selection of different "current moments", after activating the "model correction function" of the braking model, the embodiments of this application can realize the periodic correction of the braking model to achieve dynamic change and relatively increase of the allowable speed according to the constantly changing train running speed. Furthermore, depending on the selection of the time interval, the embodiments of this application can be, but are not limited to, a uniform time period or a non-uniform time period.

[0054] 103. Determine the target preset intervention speed level corresponding to the target emergency braking intervention speed.

[0055] Among them, the target preset intervention speed level is one of several progressively increasing preset intervention speed levels. The preset intervention speed level is used to characterize the numerical value of the intervention speed interval among the emergency braking intervention speed, the service braking intervention speed, and the train's permissible speed. There is a positive correlation between the level of the preset intervention speed level and the numerical value of the intervention speed interval.

[0056] For example, the higher the target emergency braking intervention speed, the higher the target preset intervention speed level. Five intervention speed levels set progressively are listed below:

[0057] V_COR_1, V_COR_2, V_COR_3, V_COR_4, V_COR_5; from left to right, the five levels increase gradually, and among these five levels, "V_COR_1" is the smallest and "V_COR_5" is the largest;

[0058] For example: V_COR_5 = 45 km / h, V_COR_4 = 30 km / h, V_COR_3 = 15 km / h, V_COR_2 = V_COR_1 = 0 km / h; among them, it should be noted that if the speed corresponding to the intervention level is 0 km / h, it means that this intervention level does not work.

[0059] And by way of example, to determine which target preset intervention level the target emergency braking intervention speed falls into, the following are examples:

[0060] When Vebi > V_COR_5, the model correction function is not applicable;

[0061] When V_COR_4 ≤ Vebi < V_COR_5, the intervention speed level is 5;

[0062] When V_COR_3 ≤ Vebi < V_COR_4, the intervention speed level is 4;

[0063] When V_COR_2 ≤ Vebi < V_COR_3, the intervention speed level is 3;

[0064] When V_COR_1 ≤ Vebi < V_COR_2, the intervention speed level is 2;

[0065] When Vebi < V_COR_1, the intervention speed level is 1.

[0066] Among them, Vebi represents the target emergency braking intervention speed, and the intervention speed level characterizes the numerical level of the intervention speed interval among the emergency braking intervention speed, the service braking intervention speed, and the permitted speed of the train. There is a positive correlation between the level of the intervention speed level and the numerical level of the intervention speed interval. In short, the above five intervention speed levels decrease gradually, and as the intervention speed level decreases, this "intervention speed interval among the three" will also shrink.

[0067] For example: for the two cases of "intervention speed level is 5" and "intervention speed level is 4", the "intervention speed interval among the three" corresponding to the former is greater than that of the latter. Thus, as the train travels closer to the calibration position (i.e., the required target emergency braking intervention speed is smaller), the "intervention speed interval among the three" obtained by the intervention is smaller, that is, the difference among the three is reduced. In other words, relatively, the "permitted speed" is raised.

[0068] 104. Based on the numerical value of the intervention speed interval represented by the target's preset intervention speed level, adjust the target's commonly used braking intervention speed and the target's permissible speed planned by the braking model at the current moment.

[0069] 105. Based on the corrected target common braking intervention speed and target permissible speed, control the train to drive towards the designated position to perform a stop and approach operation.

[0070] The primary purpose of correcting the "target service braking intervention speed and target permissible speed planned at the current moment" in this application embodiment is, in effect, to shorten the speed interval between the "target permissible speed" and other speeds, thereby relatively increasing the "target permissible speed." This allows the train to approach the designated position as closely as possible, based on the "target emergency braking intervention speed" and the "target service braking intervention speed" to ensure train operation safety, thereby shortening the distance to the designated position.

[0071] The above-described embodiments of this application provide a braking control method for long-formation trains, which solves the problem that the distance between the stopping marker and the designated position of long-formation trains is too far. The stopping marker solution provided by the embodiments of this application will not exceed the designated position, and under the premise of safety, it makes the train stop as close to the designated position as possible, thereby meeting the safety requirements of stopping marker operations for long-formation trains.

[0072] To provide a more detailed explanation, this application also provides another braking control method for long-formation trains, such as... Figure 2 As shown, the following specific steps are provided in this embodiment of the application:

[0073] 201. During the process of the train moving toward the designated position of the stopping marker, activate the model correction function for the braking model on the train.

[0074] 202. Use the onboard ATP to obtain the current train distance measurement error at the current moment.

[0075] The ranging error is the distance error obtained by the onboard ATP (Automatic Train Protection) for train positioning during train operation. A large number of transponders are pre-deployed along the ground track in the train control system. When the train passes a transponder, it establishes data communication with the transponder, and the onboard ATP can perform real-time positioning of the train based on this data communication.

[0076] 203. Based on the pre-set mapping relationship between different ranging errors and different model correction configuration information, determine the target model correction configuration information corresponding to the current ranging error of the train from multiple different model correction configuration information.

[0077] The target model correction configuration information includes at least: the target idle time correction coefficient, the target preset minimum idle time, and the intervention speed range values ​​corresponding to different preset intervention speed levels.

[0078] This application embodiment comprehensively considers the most unfavorable speed and distance measurement errors during train entry into the station, and uses 10% of the train's travel distance after entering the station and passing the last set of transponders as a quantitative analysis of the errors during train entry into the station. Based on multiple experimental data, the values ​​of various correction parameters required for the "model correction function" (i.e., model correction configuration information) can be pre-configured, as exemplified below:

[0079] (1) When d error_max When ≤20m; K cor =0.5, t k_min =min(5,t) k );

[0080] V_COR_5=45km / h, V_COR_4=30km / h, V_COR_3=15km / h,

[0081] V_COR_2=V_COR_1=0km / h.

[0082] (2) When 20m <d error_max When ≤30m:

[0083] K cor =0.5, t k_min =min(6,t) k );

[0084] V_COR_5=45km / h, V_COR_4=30km / h, V_COR_3=15km / h,

[0085] V_COR_2=V_COR_1=0km / h.

[0086] (3) When 30m <d error_max When ≤40m:

[0087] K cor =0.6, t k_min =min(7,t) k );

[0088] V_COR_5=45km / h, V_COR_4=30km / h, V_COR_3=15km / h,

[0089] V_COR_2=V_COR_1=0km / h.

[0090] (4) When 30m <d error_maxWhen ≤40m:

[0091] K cor =0.8, t k_min =min(9,t) k );

[0092] V_COR_5=45km / h, V_COR_4=22km / h;

[0093] V_COR_3=V_COR_2=V_COR_1=0km / h.

[0094] As in (1)-(4) above, d error_max For the current speed measurement error of the train, K cor The target idle time correction coefficient, t k_min The minimum time for idle walking is preset for the target, and the corresponding intervention speed range values ​​for different preset intervention speed levels (such as V_COR_1, V_COR_2, V_COR_3, V_COR_4, V_COR_5).

[0095] If the analysis is performed as shown in (1)-(4) above, the model correction function will start to work if the current target emergency braking intervention speed of the train is less than or equal to the larger boundary value in the interval of V_COR_5; otherwise, the model correction function is not suitable for use.

[0096] Furthermore, in d error_max A lower value indicates a lower probability of driving risk. Therefore, the model tends to shorten the idle time and add multiple progressive intervention levels. For example, in (1), only "V_COR_2=V_COR_1=0km / h" means that these two intervention levels are not open. However, in (4), "V_COR_3=V_COR_2=V_COR_1=0km / h" means that these three intervention levels are not open (that is, these three intervention levels are not effective). In other words, the "intervention speed interval between the emergency braking intervention speed, the normal braking intervention speed and the train's permissible speed" will not be reduced to meet the requirements of "these three intervention levels".

[0097] It should be noted that for different preset intervention levels, since "V_COR_1, V_COR_2, V_COR_3, V_COR_4, V_COR_5" represent increasing levels, the corresponding order "V_COR_5, V_COR_4, V_COR_3, V_COR_2, V_COR_1" represents decreasing levels. In fact, what is decreasing is the value of "the intervention speed interval between the emergency braking intervention speed, the service braking intervention speed, and the train's permissible speed".

[0098] For example, when V_COR_5 is met, the "intervention speed interval between the three" is reduced to 7 km / h; however, when V_COR_3 is met, the "intervention speed interval between the three" is reduced to 5 km / h. For ease of explanation, only the case where the speed interval between the three speeds is equal is exemplified here, but those skilled in the art should know that the case where the interval is not equal is not excluded.

[0099] By gradually reducing these speeds, the ultimate goal is to continuously narrow the difference between the "target permissible speed" and the "target emergency braking intervention speed," as well as the difference between the "target permissible speed" and the "target normal braking intervention speed."

[0100] Furthermore, since the "target emergency braking intervention speed" can be calculated and obtained in real time as the train moves, and the change in the "target service braking intervention speed" is also caused by the "target emergency braking intervention speed," only the "target permissible speed" changes due to the changes in the other two among the three: "target emergency braking intervention speed," "target service braking intervention speed," and "target permissible speed." Therefore, based on the aforementioned reduced "difference," the actual trend of the "target permissible speed" is that it is indirectly increased compared to the "original permissible speed" planned at different times by the original braking model (i.e., the uncorrected model). In this way, compared to before the model was corrected, the permissible speed of the train will not be reduced too much as the train moves closer to the calibration position.

[0101] 204. Using a preset empty run time formula, the target empty run time required for the train to board at the current moment is determined by utilizing the target allowable speed, the original empty run time of the train, and the target model correction configuration information.

[0102] 205. Using the target idle time, control the train to drive to the designated position and perform a stopping and docking operation.

[0103] In this embodiment, the "idle time" is explained as follows:

[0104] When a train is pulled by a locomotive, braking does not occur immediately across the entire train. This is because the train's brakes rely on the transmission of air waves. Even for the locomotive itself or the first car, there is a brief period before air pressure begins to build up in the brake cylinders. The pressure gradually increases, and it takes some time before the brake shoe pressure reaches its maximum. Because each car is positioned differently, the time it takes for the pressure to build up varies. Therefore, the braking force of the entire train is not generated and reaches its maximum immediately, but rather undergoes a gradual process.

[0105] like Figure 3 As shown, the calculation of train brake shoe pressure is divided into three time stages:

[0106] (1) During a period of time OA, ∑K=0;

[0107] (2) During a period of time AC, ∑K gradually increases from 0 to its maximum value ∑K. max ;

[0108] (3) From point C until the stop (relief) occurs, ∑K remains at its maximum value ∑K. max .

[0109] To simplify calculations, the braking model in the industry standard "Train Traction Calculation" (hereinafter referred to as "Train Traction Regulations") issued by the National Railway Administration simplifies the change in brake shoe pressure into two stages:

[0110] (1) During a period of time in OE

[0111] ∑K=0

[0112] (2) After point E

[0113] ∑K=∑K max

[0114] The assumed time period OE is called the braking idle time t. k The distance traveled by the train during the idle travel time is called the idle travel distance S. k The time elapsed from point E until the train comes to a complete stop is called the effective braking time t. e The distance traveled by the train during the effective braking time is called the effective braking distance S. e .

[0115] In most train operation scenarios, the above braking model is effective; its concept is simple and easy to understand, greatly simplifying the complexity of braking force calculation. However, for long freight trains entering stations at low speeds, the simplified concept of "idle travel time" in the above braking model is clearly unsuitable.

[0116] For example, a 60-car freight train with a length of 800 meters has a dry run time of 23.55 seconds in its braking model. However, data from multiple stops at stations shows that for trains traveling at speeds below 20 km / h, the train typically stops within 20 seconds of the driver applying the brakes. This means that the actual train has already stopped before the dry run time in the braking model has ended. This is because when braking at low speeds, it is not necessary for all cars to apply brakes; only the first few cars need to apply a certain amount of force to bring the entire train to a stop. Clearly, the estimation of the dry run time in the braking model at low speeds in the traction regulations is inaccurate. Therefore, this application proposes to shorten this "dry run time" to ultimately help the actual stopping position of the train approach the calibrated position as closely as possible.

[0117] To ensure the safety of trains entering the station, the "model correction function" of the braking model provided in this application embodiment is actually applicable to parameter adjustment on the commonly used braking distance curve, but not to the emergency braking distance curve. This is because the emergency braking distance curve is predetermined and cannot be changed, serving as the bottom line for train operation safety.

[0118] The commonly used braking distance curve consists of the effective braking distance and the idle driving distance, as shown in the following formula (2):

[0119] SBP(v)=S e (v)+S k (v) Formula (2);

[0120] Where S e (v) represents the effective braking distance of the train from speed v to a stop. The calculation method is the same as in the "Traction Regulations" and will not be repeated here. Furthermore, S... k (v)=t k ·v represents the distance traveled without moving at a speed of v.

[0121] After activating the "model correction function" for the braking model, this embodiment of the application uses a pre-built preset empty run time formula to reduce the original empty run time of the train to a specified ratio, as shown in the following formula (3):

[0122]

[0123] Among them, t k_cor V_permit is the target idle travel time required to board the train at the current moment; V_permit is the target allowed speed; t k The original planned empty travel time of the train; and the target model correction configuration information is also used in formula (3), K cor V_COR_5 is the target idle time correction coefficient, which is the larger value in the range of the maximum preset intervention speed level, and t k_min Set a minimum time for the target to idle (this can be preset based on experience).

[0124] As described in the above embodiment of this application, after reducing the "idle travel time", the following steps combine the gradual reduction of the "intervention speed interval between the emergency braking intervention speed, the service braking intervention speed and the train's permissible speed" to apply to controlling the train to drive toward the designated position for stopping and approaching the marker. See steps 206-209 below for details.

[0125] 206. Use the onboard ATP to obtain the target emergency braking intervention speed at the current moment.

[0126] After activating the "model correction function" of the braking model, the onboard ATP obtains the emergency braking intervention speed based on the emergency braking distance curve, taking into account factors such as speed measurement and distance measurement errors, using the following formula (4):

[0127] V_ebi=EBP(d_normal+d_error)-v_error; formula (4);

[0128] Where EBP is the emergency braking distance curve; d_norminal is the train's current estimated position; d_error is the train's current distance measurement error; and v_error is the train's current speed measurement error.

[0129] 207. Determine the target preset intervention speed level corresponding to the target emergency braking intervention speed.

[0130] Among them, the target preset intervention speed level is one of several progressively increasing preset intervention speed levels. The preset intervention speed level is used to characterize the numerical value of the intervention speed interval among the emergency braking intervention speed, the service braking intervention speed, and the train's permissible speed. There is a positive correlation between the level of the preset intervention speed level and the numerical value of the intervention speed interval.

[0131] In the embodiments of this application, for an explanation of step 207, please refer to step 103, which will not be repeated here.

[0132] 208. Based on the numerical value of the intervention speed interval represented by the target's preset intervention speed level, correct the target's commonly used braking intervention speed and the target's permissible speed planned by the braking model at the current moment.

[0133] This step can be broken down into the following:

[0134] First, obtain the set of preset speed interval values ​​associated with the target preset intervention speed level. The set of preset speed interval values ​​includes: the first speed interval value between the emergency braking intervention speed and the normal braking intervention speed, and the second speed interval value between the normal braking intervention speed and the permissible speed.

[0135] For example, it can be represented as the following formula (5):

[0136] V_sbi≤V_ebi-n1km / h;

[0137] V_permit≤V_sbi-n2km / h; Formula (5);

[0138] Wherein, V_ebi is the emergency braking intervention speed, V_sbi is the normal braking intervention speed, V_permit is the permitted speed, and n1 and n2 are positive integers (which may be equal or unequal), used to characterize the existence of speed intervals between these three speeds. Furthermore, to facilitate the distinction between different "speed intervals," the embodiments of this application use the terms "first" and "second" for identification; accordingly, "n1km / h" is the "first speed interval value," and "n2km / h" is the "second speed interval value."

[0139] Secondly, based on the first speed interval value and the target's emergency braking intervention speed, the target's commonly used braking intervention speed is corrected, which can be further refined to include the following:

[0140] At the current moment, the first service braking intervention speed is calculated based on the original service braking curve planned by the braking model; the second service braking intervention speed is calculated by back-calculation based on the first speed interval value and the target emergency braking intervention speed; the minimum value between the first service braking intervention speed and the second service braking intervention speed is taken as the corrected target service braking intervention speed.

[0141] It should be noted that the words "first" and "second" appearing here and thereafter serve only as identifiers and do not constitute any other ambiguity regarding the order.

[0142] For example, the following formula (6) can be used for explanation:

[0143] V_sbi=min(V_sbi_1,V_sbi_2); Formula (6);

[0144] Wherein, V_sbi is the corrected target service braking intervention speed, V_sbi_1 = SBP(d_norminal) is the first service braking intervention speed calculated based on the original service braking curve planned by the braking model; V_sbi_2 = V_ebi - n1km / h is the service braking intervention speed considering emergency braking intervention speed, n1km / h is the "first speed interval value", and V_ebi is the target emergency braking intervention speed. In this embodiment, the corrected target service braking intervention speed is obtained by taking the minimum value between V_sbi_1 and V_sbi_2.

[0145] Furthermore, based on the first speed interval value, the second speed interval value, the target emergency braking intervention speed, and the corrected target common braking intervention speed, the target permissible speed is corrected, which can be further refined to include the following:

[0146] Based on the corrected target common braking intervention speed and second speed interval values, the first permissible speed is calculated by reverse calculation; based on the first speed interval value, the second speed interval value, and the target emergency braking intervention speed, the second permissible speed is calculated by reverse calculation; the minimum value between the first and second permissible speeds is taken as the corrected target permissible speed.

[0147] For example, the following formula (7) can be used for explanation:

[0148] V_permit=min(V_permit_1,V_permit_2); Formula (7);

[0149] Wherein, V_permit is the corrected target permissible speed; V_permit_1 = V_ebi - n1km / h - n2km / h, V_permit_2 = V_sbi - n2km / h, where n1km / h is the "first speed interval value" and n2km / h is the "second speed interval value". In this embodiment, the corrected target permissible speed is obtained by taking the minimum value between V_permit_1 and V_permit_2.

[0150] 209. Using the target's idle travel time, and based on the corrected target's commonly used braking intervention speed and the target's permissible speed, control the train to drive towards the designated position to perform a stopping and docking operation.

[0151] Furthermore, as a refinement and supplement to the embodiments of this application, during the process of the train approaching the designated position of the stopping marker, the onboard ATP periodically selects different current times at preset time intervals to periodically obtain the target emergency braking intervention speed, so as to periodically correct the target common braking intervention speed and target permissible speed planned by the braking model.

[0152] And based on this time period, as the "target allowable speed" continues to decrease, as shown in the above preset idle time formula (3), the "target idle time" gradually shrinks to a minimum value, such as "t". k_min ".

[0153] It should be noted that the embodiments of this application may be, but are not limited to, uniform or non-uniform time periods. However, based on such time periods, the embodiments of this application can dynamically and continuously correct the braking model from the two aspects of "reducing idle travel time" and "relatively increasing the permissible speed" to ensure train safety while making the train stop as close as possible to the designated position, thereby meeting the safety requirements of stopping and stopping at the designated position for long train formations.

[0154] As a response to the above Figure 1 , Figure 2To implement the method shown, this application provides a braking control device for long-formation trains. This device embodiment corresponds to the aforementioned method embodiment. For ease of reading, this device embodiment will not repeat the details of the aforementioned method embodiment, but it should be understood that the device in this embodiment can implement all the contents of the aforementioned method embodiment. This device is used to control the stopping limit of long-formation trains to approach the calibration position during parking and marking operations, specifically as follows... Figure 4 As shown, the device includes:

[0155] The activation unit 31 is used to activate the model correction function of the braking model on the train during the process of the train moving towards the calibrated position of the stopping marker.

[0156] The first acquisition unit 32 is used to acquire the target emergency braking intervention speed at the current moment using the on-board ATP.

[0157] The first determining unit 33 is used to determine the target preset intervention speed level corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed level is one of a plurality of progressively increasing preset intervention speed levels, and the preset intervention speed level is used to characterize the numerical level of the intervention speed interval among the emergency braking intervention speed, the normal braking intervention speed, and the train's permissible speed, and the level of the preset intervention speed level is positively correlated with the numerical level of the intervention speed interval;

[0158] The correction unit 34 is used to correct the target common braking intervention speed and target allowable speed planned by the braking model at the current moment based on the numerical level of the intervention speed interval represented by the target preset intervention speed level.

[0159] The control unit 35 is used to control the train to drive towards the designated position to perform a stopping operation based on the corrected target common braking intervention speed and the target permissible speed.

[0160] Furthermore, such as Figure 5 As shown, after activating the model correction function for the braking model on the train, the device further includes:

[0161] The second acquisition unit 36 ​​is used to acquire the current train ranging error at the current moment using the onboard ATP.

[0162] The second determining unit 37 is used to determine the target model correction configuration information corresponding to the current distance measurement error of the train from multiple different model correction configuration information according to the mapping relationship between different distance measurement errors and different model correction configuration information that is preset in advance. The target model correction configuration information includes at least: target idle time correction coefficient, target preset minimum idle time, and intervention speed interval values ​​corresponding to different preset intervention speed levels.

[0163] The calculation unit 38 is used to determine the target empty travel time required for the train at the current moment by using the target allowable speed, the original empty travel time of the train, and the target model correction configuration information, using a preset empty travel time formula. The preset empty travel time formula is used to compress the original empty travel time of the train to a specified ratio.

[0164] The control unit 35 is also used to apply the target idle time to control the train to drive to the designated position for stopping and docking operations.

[0165] Furthermore, such as Figure 5 As shown, the correction unit 34 includes:

[0166] The acquisition module 341 is used to acquire a set of preset speed interval values ​​associated with the target preset intervention speed level. The set of preset speed interval values ​​includes: a first speed interval value between the emergency braking intervention speed and the normal braking intervention speed, and a second speed interval value between the normal braking intervention speed and the permissible speed.

[0167] The first correction module 342 is used to correct the target's normal braking intervention speed based on the first speed interval value and the target's emergency braking intervention speed;

[0168] The second correction module 343 is used to correct the target permissible speed based on the first speed interval value, the second speed interval value, the target emergency braking intervention speed, and the corrected target normal braking intervention speed.

[0169] Furthermore, such as Figure 5 As shown, the first correction module 342 is further specifically used for:

[0170] At the current moment, the first common braking intervention speed is calculated based on the original common braking curve planned by the braking model.

[0171] Based on the first speed interval value and the target emergency braking intervention speed, the second commonly used braking intervention speed is calculated by reverse calculation.

[0172] The minimum value between the first and second common braking intervention speeds is taken as the corrected target common braking intervention speed.

[0173] Furthermore, such as Figure 5 As shown, the second correction module 343 is also specifically used for:

[0174] Based on the corrected target common braking intervention speed and the second speed interval value, the first permissible speed is calculated by reverse calculation.

[0175] The second permissible speed is calculated by back-calculating based on the first speed interval value, the second speed interval value, and the target emergency braking intervention speed.

[0176] The minimum value between the first permissible speed and the second permissible speed is taken as the corrected target permissible speed.

[0177] Furthermore, such as Figure 5 As shown, the device also includes an application unit 39, which is specifically used for: during the process of the train moving toward the designated position of the stopping marker, the onboard ATP periodically selects different current times according to a preset time interval, and applies them to periodically obtain the target emergency braking intervention speed, so as to periodically correct the target common braking intervention speed and the target permissible speed planned by the braking model.

[0178] In summary, this application provides a braking control method and device for long-formation trains. During the process of the train approaching the designated stopping position, this application can solve the problem of the long distance between the stopping position and the designated stopping position of long-formation trains by dynamically and continuously correcting the braking model from two aspects: "reducing the idle travel time" and "relatively increasing the permissible speed". The stopping position solution provided by this application will not exceed the designated position, and under the premise of safety, it will make the train stop as close to the designated position as possible, thereby meeting the safety requirements of stopping operations for long-formation trains.

[0179] The braking control device for long-formation trains includes a processor and a memory. The aforementioned determination unit, construction unit, filling unit, and replacement unit are all stored in the memory as program units. The processor executes the aforementioned program units stored in the memory to achieve the corresponding functions.

[0180] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and by adjusting kernel parameters, the braking model applied on the train is continuously calibrated. This ensures that, as the train approaches the designated stopping position, long-formation trains minimize the minimum distance to the target position, meeting the safety requirements for stopping operations.

[0181] This application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the braking control method for long-formation trains as described above.

[0182] This application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the braking control method for long-formation trains as described above.

[0183] This application also provides a computer program product that, when executed on a data processing device, is suitable for executing the steps of initializing a braking control method for a long-formation train.

[0184] 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.

[0185] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0186] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0187] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0188] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0189] 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.

[0190] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A braking control method for long-formation trains, characterized in that, The method includes: During the process of the train moving toward the designated position of the stopping marker, the model correction function for the braking model on the train is activated. Use the onboard ATP to obtain the target emergency braking intervention speed at the current moment; Determine the target preset intervention speed level corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed level is one of a plurality of progressively increasing preset intervention speed levels, and the preset intervention speed level is used to characterize the numerical level of the intervention speed interval among the emergency braking intervention speed, the service braking intervention speed, and the train's permissible speed, and there is a positive correlation between the level of the preset intervention speed level and the numerical level of the intervention speed interval; Based on the numerical value of the intervention speed interval represented by the preset intervention speed level of the target, the braking model corrects the target's commonly used braking intervention speed and the target's permissible speed at the current moment; Based on the corrected target common braking intervention speed and the target permissible speed, the train is controlled to move towards the designated position to perform a stopping and marker operation.

2. The method according to claim 1, characterized in that, After activating the model correction function for the braking model on the train, the method further includes: Use the onboard ATP to obtain the current train ranging error at the current moment; Based on the pre-set mapping relationship between different ranging errors and different model correction configuration information, the target model correction configuration information corresponding to the current ranging error of the train is determined from multiple different model correction configuration information. The target model correction configuration information includes at least: target idle time correction coefficient, target preset minimum idle time, and intervention speed range values ​​corresponding to different preset intervention speed levels. Using a preset empty run time formula, the target allowable speed, the original empty run time of the train, and the target model correction configuration information, the target empty run time required for the train at the current moment is determined. The preset empty run time formula is used to compress the original empty run time of the train to a specified ratio. Using the target idle time, the train is controlled to move towards the designated position to perform a stopping and marker operation.

3. The method according to claim 1, characterized in that, The step of correcting the target's commonly used braking intervention speed and the target's permissible speed at the current moment based on the numerical level of the intervention speed interval represented by the target's preset intervention speed level includes: Obtain the set of preset speed interval values ​​associated with the target preset intervention speed level. The set of preset speed interval values ​​includes: the first speed interval value between the emergency braking intervention speed and the normal braking intervention speed, and the second speed interval value between the normal braking intervention speed and the permissible speed. Based on the first speed interval value and the target emergency braking intervention speed, the target's normal braking intervention speed is corrected; The target permissible speed is corrected based on the first speed interval value, the second speed interval value, the target emergency braking intervention speed, and the corrected target normal braking intervention speed.

4. The method according to claim 3, characterized in that, The step of correcting the target's normal braking intervention speed based on the first speed interval value and the target's emergency braking intervention speed includes: At the current moment, the first common braking intervention speed is calculated based on the original common braking curve planned by the braking model. Based on the first speed interval value and the target emergency braking intervention speed, the second commonly used braking intervention speed is calculated by reverse calculation. The minimum value between the first and second common braking intervention speeds is taken as the corrected target common braking intervention speed.

5. The method according to claim 3, characterized in that, The step of correcting the target permissible speed based on the first speed interval value, the second speed interval value, the target emergency braking intervention speed, and the corrected target normal braking intervention speed includes: Based on the corrected target common braking intervention speed and the second speed interval value, the first permissible speed is calculated by reverse calculation. The second permissible speed is calculated by back-calculating based on the first speed interval value, the second speed interval value, and the target emergency braking intervention speed. The minimum value between the first permissible speed and the second permissible speed is taken as the corrected target permissible speed.

6. The method according to any one of claims 1 to 5, characterized in that, As the train approaches the designated stopping point, the onboard ATP periodically selects different current times at preset time intervals to periodically acquire the target emergency braking intervention speed, thereby periodically correcting the target common braking intervention speed and target permissible speed planned by the braking model.

7. A braking control device for a long-formation train, characterized in that, The device includes: The activation unit is used to activate the model correction function of the braking model on the train as the train moves toward the designated position of the stopping marker. The first acquisition unit is used to acquire the target emergency braking intervention speed at the current moment using the onboard ATP. The first determining unit is used to determine the target preset intervention speed level corresponding to the target emergency braking intervention speed, wherein the target preset intervention speed level is one of a plurality of progressively increasing preset intervention speed levels, and the preset intervention speed level is used to characterize the numerical level of the intervention speed interval among the emergency braking intervention speed, the normal braking intervention speed, and the permissible speed of the train, and the level of the preset intervention speed level is positively correlated with the numerical level of the intervention speed interval; The correction unit is used to correct the target's commonly used braking intervention speed and the target's permissible speed as planned by the braking model at the current moment, based on the numerical level of the intervention speed interval represented by the target's preset intervention speed level. The control unit is used to control the train to move towards the designated position to perform a stopping operation based on the corrected target common braking intervention speed and the target permissible speed.

8. The apparatus according to claim 7, characterized in that, After activating the model correction function for the braking model on the train, the device further includes: The second acquisition unit is used to acquire the current train ranging error at the current moment using the onboard ATP. The second determining unit is used to determine the target model correction configuration information corresponding to the current distance measurement error of the train from multiple different model correction configuration information according to the mapping relationship between different distance measurement errors and different model correction configuration information that is preset in advance. The target model correction configuration information includes at least: target idle time correction coefficient, target preset minimum idle time, and intervention speed interval values ​​corresponding to different preset intervention speed levels. The calculation unit is used to determine the target empty travel time required for the train at the current moment by using a preset empty travel time formula, the target allowable speed, the original empty travel time of the train, and the target model correction configuration information. The preset empty travel time formula is used to compress the original empty travel time of the train to a specified ratio. The control unit is also used to apply the target idle time to control the train to drive to the designated position for stopping and docking operations.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the braking control method for a long-formation train as described in any one of claims 1-6.

10. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the braking control method for a long-formation train as described in any one of claims 1-6.

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