A control method for train starting and related components

Abstract

The application discloses a train starting control method and related components, and relates to the field of track traffic. The actual speed, actual traction and air brake application state of a train are first acquired. When the actual speed and actual traction of the train are determined to be zero speed state and the air brake application state is determined to be applied state, the train is determined to be startable. The traction target value of the train is determined based on the train sliding force, the current actual braking force of the train and the traction force application value corresponding to the traction handle of the train, so as to prevent the problem that the train slides due to the insufficient braking force and traction force to offset the train sliding force. Finally, the actual traction of the train is adjusted to the traction target value, and the air brake is relieved after starting is completed, so as to avoid that the train is braked for a long time during traction.

Description

Technical Field

[0001] This invention relates to the field of rail transportation, and in particular to a control method for starting a train and related components. Background Technology

[0002] In practical applications, some trains, such as freight trains, are characterized by large tonnage, long formations, concentrated power, and braking wave speeds limited by the train tube. Therefore, zero-speed start operations for these trains are quite difficult, especially on uphill sections. Improper operation can lead to runaway or prolonged braking. Therefore, how to safely and effectively reduce the difficulty of zero-speed start operations and prevent braking is an urgent technical problem to be solved. Summary of the Invention

[0003] The purpose of this invention is to provide a control method and related components for train starting, which can complete the train starting process relatively simply, prevent the train from sliding during the starting process, and release the air brake in a timely manner after the train starts to avoid the train being pulled by the brake for a long time.

[0004] To solve the above-mentioned technical problems, the present invention provides a control method for train starting, comprising:

[0005] The actual speed, actual traction force, and air brake application status of the train are obtained, wherein the air brake application status includes an applied state and an unapplied state;

[0006] When the train is determined to be at zero speed based on the actual speed and the actual traction force, and the air brake application state is determined to be the applied state, the target traction force value of the train is determined based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle.

[0007] The actual traction force of the train is adjusted to the target traction force value to start the train, and the air brake is released after the train has started.

[0008] Optionally, determining the air brake application state as the applied state includes:

[0009] The brake cylinder pressure of each locomotive of the train and the position of the main brake of the train's main control locomotive are obtained. The train includes the main control locomotive and the slave control locomotive, and the position of the main brake includes the operating position and the non-operating position.

[0010] When a locomotive with brake cylinder pressure greater than a preset pressure value is present in the train, and / or the main control locomotive's brake is in the non-operating position, the air brake application state is determined to be the applied state.

[0011] Optionally, the target traction force value of the train is determined based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, including:

[0012] Determine the absolute value of the difference between the train's downward force and the train's current actual braking force, and use the absolute value of the difference as a traction force reference value;

[0013] When the traction force reference value is greater than the traction force request value, the traction force reference value is taken as the traction force target value;

[0014] When the reference value of traction force is not greater than the requested value of traction force, the requested value of traction force is taken as the target value of traction force.

[0015] Optionally, after determining the target traction force value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, the method further includes:

[0016] When the actual traction force of the train is adjusted to the target traction force value, the traction blockade of the train is not triggered.

[0017] Optionally, after determining the target traction force value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, the method further includes:

[0018] Determine the zero-speed start activation duration between the time when the actual traction force of the train is first adjusted and the current time.

[0019] If the zero-speed start-up activation time is longer than the preset time, the process will proceed again to obtain the actual speed, actual traction force, and air brake application status of the train.

[0020] If the zero-speed start-up activation time is not greater than the preset time, then the current actual speed of the train, the current actual traction force, and the current air brake application status are obtained.

[0021] Based on the train's current actual speed, current actual traction force, and current air brake application status, determine whether the train's status is abnormal, and if the train's status is abnormal, proceed to the step of obtaining the train's actual speed, actual traction force, and air brake application status again.

[0022] Optionally, determining whether the train's state is abnormal based on the train's current actual speed, current actual traction force, and current air brake application status includes:

[0023] When the train's current actual speed is less than a first preset speed value, it is determined that the train's state is abnormal;

[0024] When the actual traction force of the train is less than the preset traction force value, it is determined that the train's state is abnormal;

[0025] When the current actual speed of the train is greater than the second preset speed value, and the current air brake application state is the applied state, it is determined that the train's state is abnormal, wherein the second preset speed value is greater than the first preset speed value;

[0026] When the train's current actual speed is less than or equal to the second preset speed value, and the current air brake application state is the unapplied state, it is determined that the train's state is abnormal.

[0027] To solve the above-mentioned technical problems, this application also provides a train starting control system, including:

[0028] The status acquisition unit is used to acquire the actual speed, actual traction force, and air brake application status of the train, wherein the air brake application status includes an applied state and an unapplied state;

[0029] The traction force target value determination unit is used to determine the traction force target value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle when the train is determined to be in a zero-speed state based on the actual speed and the actual traction force, and the air brake application state is determined to be the applied state.

[0030] The traction adjustment unit is used to adjust the actual traction force of the train to the target traction force value to start the train, and to release the air brake after the train has started.

[0031] To solve the above-mentioned technical problems, this application also provides a train starting control device, including:

[0032] Memory, used to store computer programs;

[0033] A processor is used to execute the computer program to implement the steps of any of the above-described train start control methods.

[0034] To solve the above-mentioned technical problems, this application also provides a train, including any of the above-mentioned train start control devices.

[0035] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of any of the above-described train start control methods.

[0036] The beneficial effects of this invention lie in providing a train starting control method and related components. First, the actual speed, actual traction force, and air brake application status of the train are acquired. When the train is determined to be at zero speed based on its actual speed and actual traction force, and the air brake application status is active, the train is determined to be ready to start. Based on the train's downward sliding force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, a target traction force value for the train is determined. This prevents the problem of insufficient braking force and traction force to offset the train's downward sliding force, causing the train to slide. Finally, the actual traction force of the train is adjusted to the target traction force value, and the air brake is released after starting, avoiding prolonged braking. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 A first flowchart of a train start-up control method provided by the present invention;

[0039] Figure 2 This is a second flowchart of a train start-up control method provided by the present invention;

[0040] Figure 3 A schematic diagram of the structure of a train starting control system provided by the present invention;

[0041] Figure 4 This is a schematic diagram of a train starting control device provided by the present invention. Detailed Implementation

[0042] The core of this invention is to provide a train starting control method and related components, which can relatively easily complete the train starting process, prevent the train from sliding during the starting process, and promptly release the air brake after the train starts to avoid the train being pulled by the brake for a long time.

[0043] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] Please refer to Figure 1 , Figure 1 This is a first flowchart of a train start-up control method provided by the present invention. The train start-up control method includes:

[0045] S1: Obtain the train's actual speed, actual traction force, and air brake application status, where the air brake application status includes both applied and unapplied states;

[0046] S2: When the train is determined to be at zero speed based on the actual speed and actual traction force, and the air brake is determined to be applied, the target traction force value of the train is determined based on the train's downward force, the train's current actual braking force, and the traction force application value corresponding to the train's traction handle.

[0047] S3: Adjust the actual traction force of the train to the target traction force value to start the train, and release the air brake after the train has started.

[0048] To address the challenges of starting a train from zero speed (i.e., starting the train while it is stationary) in existing technologies, which involve significant operational difficulties and issues such as train slippage or prolonged braking, this invention provides a train starting control method. After acquiring the train's actual speed, actual traction force, and air brake application status, the method determines whether the conditions for starting the train are met; these conditions are relatively simple. Furthermore, the target traction force provided to the train during zero-speed starting prevents slippage, enabling normal starting even under heavy loads and uphill conditions. After starting, the brakes are promptly released to avoid prolonged braking. Moreover, the execution entity of the train starting control method provided in this application can be the central control unit within the train; this application does not impose any particular limitation on this.

[0049] Specifically, the system first obtains the train's actual speed, actual traction force, and air brake application status. Based on the actual speed and actual traction force, it determines whether the train is in a zero-speed state, i.e., a stationary state. For example, if the train's actual speed is less than a preset speed value and the train's actual traction force is less than a preset traction force value, the train is determined to be in a zero-speed state. Based on the determination that the train is in a zero-speed state, if the air brake application status is confirmed to be applied, then the conditions for zero-speed start-up are considered to be met. For example, if all three conditions are met simultaneously: "0 km / h < actual train speed ≤ 5 km / h", "actual train traction force ≥ 5 kN", and "air brake application status is confirmed to be applied", then zero-speed start-up can begin.

[0050] To prevent train slippage during startup, a risk often encountered when trains are heavily loaded or on uphill sections, this invention, in zero-speed start mode, determines the target traction force value based on the train's downward sliding force, the train's current actual braking force, and the traction force request value corresponding to the traction handle. Only when the train's traction force and braking force are sufficient to offset the downward sliding force can the train be guaranteed not to slip. If only the traction force request value corresponding to the traction handle is used to provide traction, insufficient traction may occur. Therefore, in this application, when determining the target traction force value based on the train's downward sliding force, the train's current actual braking force, and the traction force request value corresponding to the traction handle, a reference traction force value sufficient to prevent the train from slipping can be determined first based on the downward sliding force and the current actual braking force. Then, the larger of the reference traction force value and the traction force request value is used as the final target traction force value, ensuring the train does not slip. Specifically, the absolute value of the difference between the train's downward force and its current actual braking force is determined, and this absolute value is used as the traction force reference value. When the traction force reference value is greater than the requested traction force value, the traction force reference value is used as the traction force target value; when the traction force reference value is not greater than the requested traction force value, the requested traction force value is used as the traction force target value. Then, traction force is provided to the train based on this traction force target value.

[0051] The above steps allow for a relatively simple determination of whether the train can enter the zero-speed start mode. Once it's determined that the train can enter this mode, the target traction force is provided to prevent slippage by considering the train's downward force, its current actual braking force, and the traction force requested by the traction handle. The train's actual traction force is then adjusted to this target value to initiate the train's start. During the initial adjustment process, to prevent the train from rolling away, temporary braking is permitted; therefore, traction blocking is not triggered during this adjustment. After the train starts (including but not limited to detecting that the actual traction force has reached the target value), the air brakes are released to avoid the adverse effects of prolonged braking.

[0052] In summary, this invention provides a train starting control method. First, it acquires the train's actual speed, actual traction force, and air brake application status. When the train is determined to be at zero speed based on its actual speed and actual traction force, and the air brake is already applied, it is determined that the train can be started. Based on the train's downward sliding force, its current actual braking force, and the traction force request value corresponding to the traction handle, a target traction force value is determined to prevent the train from sliding due to insufficient braking force and traction force. Finally, the train's actual traction force is adjusted to the target traction force value, and the air brake is released after starting to avoid prolonged braking.

[0053] Based on the above embodiments:

[0054] As an optional embodiment, determining the air brake application state as an applied state includes:

[0055] The system obtains the brake cylinder pressure of each locomotive and the brake position of the main control locomotive. The train includes the main control locomotive and the slave control locomotive, and the brake positions include the operating position and the non-operating position.

[0056] When there is a locomotive in the train with brake cylinder pressure greater than the preset pressure value, and / or the main control locomotive's brake is in the non-operating position, the air brake application state is determined to be the applied state.

[0057] When determining whether a train can be started from zero speed, it is necessary to determine the application status of the air brake. This embodiment provides a method for determining the application status of the air brake. Specifically, the train contains multiple locomotives, including a master locomotive and slave locomotives. The brake cylinder pressure of each locomotive and the position of the master locomotive's main brake are obtained. If the brake cylinder pressure of any locomotive is greater than a preset pressure value, or if the main brake of the master locomotive is in the non-operating position, the air brake is considered to be applied. The determination condition is simple and accurate. For example, if either of the following conditions is met: "brake cylinder pressure of any locomotive ≥ 40 kPa" or "main brake of the master locomotive is in the non-operating position," then the train's air brake is determined to be applied.

[0058] As an optional embodiment, after determining the target traction force value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, the method further includes:

[0059] Determine the zero-speed start activation duration between the time when the actual traction force adjustment of the train begins and the current time.

[0060] If the zero-speed start activation time exceeds the preset time, the process will again proceed to the step of obtaining the train's actual speed, actual traction force, and air brake application status.

[0061] If the zero-speed start activation time is not greater than the preset time, then obtain the train's current actual speed, current actual traction force, and current air brake application status.

[0062] The system determines whether the train's status is abnormal based on the train's current actual speed, current actual traction force, and current air brake application status. If the train's status is abnormal, the system re-enters the steps of obtaining the train's actual speed, actual traction force, and air brake application status.

[0063] After determining the target traction force value of the train based on the train's sliding force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle—that is, after the zero-speed start mode is activated—it is necessary to determine whether any abnormalities occur during the zero-speed start process to ensure the safety and reliability of train operation. Specifically, in this embodiment, the duration of each zero-speed start will not exceed a preset duration (e.g., 120 seconds). Therefore, after determining the target traction force value of the train based on the train's sliding force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, it is necessary to determine the zero-speed start activation duration from the moment the train's actual traction force adjustment begins to the current moment, either in real time or according to a certain period. If the zero-speed start activation duration is longer than the preset duration, it indicates that the zero-speed start has failed, and the process re-enters the steps of obtaining the train's actual speed, actual traction force, and air brake application status in order to restart the train.

[0064] Please refer to Figure 2 , Figure 2 This is a second flowchart of a train start-up control method provided by the present invention. If the zero-speed start-up activation duration is not greater than a preset duration, it is necessary to continuously determine whether an abnormality occurs during the zero-speed start-up process. Specifically, if the zero-speed start-up activation duration is not greater than the preset duration, the current actual speed of the train, the current actual traction force, and the current air brake application state are obtained; based on the current actual speed, the current actual traction force, and the current air brake application state, it is determined whether the train's state is abnormal. Specifically, when the current actual speed of the train is less than a first preset speed value, it indicates that traction force has been provided to the train within the preset duration but the train speed has not increased, therefore it is determined that the train's state is abnormal; when the current actual traction force of the train is less than a preset traction force value, it indicates that a traction force target value has been set for the train within the preset duration but the train's actual traction force has not increased, therefore it is determined that the train's state is abnormal; when the current actual speed of the train is greater than a second preset speed value, and the current air brake application state is in the applied state, it indicates that the train has been traction-bearing for a long time, therefore it is determined that the train's state is abnormal, wherein the second preset speed value is greater than the first preset speed value (e.g., the second preset speed value is greater than the first preset speed value). Figure 2 In the process, the first preset speed value is 0 km / h, and the second preset speed value is 5 km / h. When the train's current actual speed is less than or equal to the second preset speed value, and the current air brake application status is not applied, it indicates that the driver has released the train's brakes to allow traction with the brakes on, thus exiting the zero-speed start process. When it is determined that the train's status is abnormal based on the above judgment conditions, the process re-enters the steps of obtaining the train's actual speed, actual traction force, and air brake application status in order to restart the train.

[0065] Please refer to Figure 3 , Figure 3 This is a schematic diagram of a train starting control system provided by the present invention. The train starting control system includes:

[0066] The status acquisition unit 11 is used to acquire the actual speed, actual traction force and air brake application status of the train, wherein the air brake application status includes an applied state and an unapplied state.

[0067] The traction force target value determination unit 12 is used to determine the target value of the train's traction force based on the train's downward force, the train's current actual braking force, and the traction force application value corresponding to the train's traction handle when the train is determined to be in a zero-speed state based on the actual speed and actual traction force, and the air brake application state is determined to be in an applied state.

[0068] The traction force adjustment unit 13 is used to adjust the actual traction force of the train to the target traction force value to start the train, and to release the air brake after the train has started.

[0069] For a detailed description of the train starting control system provided in this application, please refer to the embodiments of the train starting control method described above; this application will not repeat the details here.

[0070] Based on the above embodiments:

[0071] As an optional embodiment, the traction force target value determination unit 12 includes:

[0072] The first zero-speed state determination unit is used to obtain the brake cylinder pressure of each locomotive of the train and the position of the main brake of the train's main control locomotive. The train includes the main control locomotive and the slave control locomotive, and the position of the main brake includes the operating position and the non-operating position.

[0073] The second zero-speed state determination unit is used to determine the air brake application state as applied when there is a locomotive in the train with brake cylinder pressure greater than the preset pressure value, and / or the main control locomotive's brake is in the non-operating position.

[0074] The traction force reference value determination unit is used to determine the absolute value of the difference between the train's downward force and the train's current actual braking force when the train is determined to be at zero speed based on the actual speed and actual traction force, and the air brake application state is determined to be applied. The absolute value of the difference is used as the traction force reference value.

[0075] The first traction force target value determination subunit is used to take the traction force reference value as the traction force target value when the traction force reference value is greater than the traction force application value.

[0076] The second traction force target value determination subunit is used to take the traction force application value as the traction force target value when the traction force reference value is not greater than the traction force application value.

[0077] As an optional embodiment, it also includes:

[0078] The traction blocking prohibition unit is used to prevent the train from traction blocking when the train's actual traction force is adjusted to the target traction force value after the train's traction target value is determined based on the train's descent force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle.

[0079] As an optional embodiment, it also includes:

[0080] The activation duration determination unit is used to determine the zero-speed start activation duration between the moment when the actual traction force of the train is adjusted and the current moment, after determining the target value of the train's traction force based on the train's downward force, the train's current actual braking force, and the traction force application value corresponding to the train's traction handle; if the zero-speed start activation duration is longer than the preset duration, the status acquisition unit 11 is triggered; if the zero-speed start activation duration is not greater than the preset duration, the current status acquisition unit is triggered.

[0081] The current status acquisition unit is used to acquire the train's current actual speed, current actual traction force, and current air brake application status.

[0082] The anomaly judgment unit is used to determine whether the train's state is abnormal based on the train's current actual speed, current actual traction force, and current air brake application status, and to trigger the state acquisition unit 11 when the train's state is abnormal.

[0083] As an optional embodiment, the anomaly detection unit includes:

[0084] The first anomaly detection unit is used to determine that the train's status is abnormal when the train's current actual speed is less than a first preset speed value.

[0085] The second anomaly detection unit is used to determine that the train's status is abnormal when the train's current actual traction force is less than the preset traction force value.

[0086] The third anomaly judgment unit is used to determine that the train's state is abnormal when the train's current actual speed is greater than the second preset speed value and the current air brake application state is the applied state, wherein the second preset speed value is greater than the first preset speed value.

[0087] The fourth anomaly detection unit is used to determine that the train's status is abnormal when the train's current actual speed is less than or equal to the second preset speed value and the current air brake application status is not applied.

[0088] Please refer to Figure 4 , Figure 4 This is a schematic diagram of a train starting control device provided by the present invention. The train starting control device includes:

[0089] Memory, used to store computer programs;

[0090] A processor is used to execute computer programs to implement any of the above-mentioned train start control methods.

[0091] For a detailed description of the train starting control device provided in this application, please refer to the embodiments of the train starting control method described above; this application will not repeat the details here.

[0092] This application also provides a train, including any of the above-mentioned train start-up control devices.

[0093] For a detailed description of the train provided in this application, please refer to the above-described embodiment of the train start-up control method; further details will not be repeated here.

[0094] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of any of the above-described train start control methods.

[0095] For a detailed description of the computer-readable storage medium provided in this application, please refer to the above-described embodiment of the train start-up control method; further details will not be repeated here.

[0096] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0097] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 a process, method, article, or apparatus. Without further limitations, 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 said element.

[0098] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for starting a train, characterized in that, include: The actual speed, actual traction force, and air brake application status of the train are obtained, wherein the air brake application status includes an applied state and an unapplied state; When the train is determined to be at zero speed based on the actual speed and the actual traction force, and the air brake application state is determined to be the applied state, the target traction force value of the train is determined based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle. The actual traction force of the train is adjusted to the target traction force value to start the train, and the air brake is released after the train has started; After determining the target traction force value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, the method further includes: Determine the zero-speed start activation duration between the time when the actual traction force of the train is first adjusted and the current time. If the zero-speed start-up activation time is longer than the preset time, the process will proceed again to obtain the actual speed, actual traction force, and air brake application status of the train. If the zero-speed start-up activation time is not greater than the preset time, then the current actual speed of the train, the current actual traction force, and the current air brake application status are obtained. Based on the train's current actual speed, current actual traction force, and current air brake application status, determine whether the train's status is abnormal, and if the train's status is abnormal, proceed to the step of obtaining the train's actual speed, actual traction force, and air brake application status again.

2. The train start control method as described in claim 1, characterized in that, Determining the air brake application state as the applied state includes: The brake cylinder pressure of each locomotive of the train and the position of the main brake of the train's main control locomotive are obtained. The train includes the main control locomotive and the slave control locomotive, and the position of the main brake includes the operating position and the non-operating position. When a locomotive with brake cylinder pressure greater than a preset pressure value is present in the train, and / or the main control locomotive's brake is in the non-operating position, the air brake application state is determined to be the applied state.

3. The train start control method as described in claim 1, characterized in that, The target traction force value of the train is determined based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, including: Determine the absolute value of the difference between the train's downward force and the train's current actual braking force, and use the absolute value of the difference as a traction force reference value; When the traction force reference value is greater than the traction force request value, the traction force reference value is taken as the traction force target value; When the reference value of traction force is not greater than the requested value of traction force, the requested value of traction force is taken as the target value of traction force.

4. The train start control method as described in claim 1, characterized in that, After determining the target traction force value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle, the method further includes: When the actual traction force of the train is adjusted to the target traction force value, the traction blockade of the train is not triggered.

5. The train start control method as described in claim 1, characterized in that, Determine whether the train's status is abnormal based on the train's current actual speed, current actual traction force, and current air brake application status, including: When the train's current actual speed is less than a first preset speed value, it is determined that the train's state is abnormal; When the actual traction force of the train is less than the preset traction force value, it is determined that the train's state is abnormal; When the current actual speed of the train is greater than the second preset speed value, and the current air brake application state is the applied state, it is determined that the train's state is abnormal, wherein the second preset speed value is greater than the first preset speed value; When the train's current actual speed is less than or equal to the second preset speed value, and the current air brake application state is the unapplied state, it is determined that the train's state is abnormal.

6. A train starting control system, characterized in that, include: The status acquisition unit is used to acquire the actual speed, actual traction force, and air brake application status of the train, wherein the air brake application status includes an applied state and an unapplied state; The traction force target value determination unit is used to determine the traction force target value of the train based on the train's downward force, the train's current actual braking force, and the traction force request value corresponding to the train's traction handle when the train is determined to be in a zero-speed state based on the actual speed and the actual traction force, and the air brake application state is determined to be the applied state. The traction force adjustment unit is used to adjust the actual traction force of the train to the target traction force value to start the train, and to release the air brake after the train has started; The train start control system, after the traction target value determination unit determines the train's traction target value based on the train's downward force, the train's current actual braking force, and the traction request value corresponding to the train's traction handle, is further configured to: Determine the zero-speed start activation duration between the time when the actual traction force of the train is first adjusted and the current time. If the zero-speed start activation duration exceeds the preset duration, the status acquisition unit will be triggered again. If the zero-speed start-up activation time is not greater than the preset time, then the current actual speed of the train, the current actual traction force, and the current air brake application status are obtained. The system determines whether the train's status is abnormal based on the train's current actual speed, current actual traction force, and current air brake application status, and triggers the status acquisition unit again when the train's status is abnormal.

7. A control device for starting a train, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the control method for starting a train as described in any one of claims 1 to 5 when executing the computer program.

8. A train, characterized in that, Includes the train start control device as described in claim 7.

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 steps of the train start control method as described in any one of claims 1 to 5.

Images