Test method and device for locomotive intelligent driving system circulating air brake

Abstract

The application provides a kind of locomotive intelligent driving system circulation air brake test method and device, method includes: obtaining the air brake force correction coefficient set corresponding to the line to be measured, air brake force correction coefficient set includes the air brake force correction coefficient value range of different intensity of each air brake;According to the air brake force correction coefficient set, the intensity of each air brake of the line to be measured is selected, and a combination sequence subset is formed;In turn, according to the combination sequence subset, an air brake force correction coefficient is selected to correct the air brake force calculated by the air brake simulation model for each air brake in the line to be measured, and the corrected air brake force is transmitted to the train operation simulation model for air brake test until the circulation air brake test in the line to be measured is completed.The application can more truly and comprehensively simulate the air brake force in the circulation air brake working condition, and improve the consistency of circulation air brake test and field actual operation.

Description

Technical Field

[0001] This invention belongs to the field of train automatic driving technology, specifically relating to a test method and device for circulating air braking in a locomotive intelligent driving system. Background Technology

[0002] Air braking is a train braking system that uses compressed air to press brake shoes against the wheel treads. Through mechanical friction between the brake shoes and the wheel treads, the train's kinetic energy is converted into heat energy, which is dissipated into the atmosphere, generating braking force. Air braking is the primary source of braking force for heavy-haul trains. When heavy-haul trains pass through long downhill sections, the locomotive's own electric braking force is insufficient to suppress the train's accelerating trend. Air braking must be used to obtain sufficient braking force to ensure that the train operates below the safe speed limit. Especially when long downhill sections last for tens of kilometers, heavy-haul trains must use cyclic air braking, which involves applying and releasing air brakes multiple times in succession. Due to the need to match the natural distribution of long downhill sections on the track and to meet the safe operation requirements of air brake charging and discharging time, there are optimal speed and position requirements for each application and release of air brakes in cyclic air braking. Improper application and release operation can easily cause excessive longitudinal force on the train, which can lead to serious safety accidents such as train decoupling and derailment. Cyclic air braking is the most challenging operating condition for heavy-haul trains in both manual and automatic driving.

[0003] In existing testing systems, the air braking force simulation model calculates the air braking force only based on the current decompression and friction coefficient, and is unrelated to the air braking force calculated for each subsequent air braking operation. Since the friction coefficient is the same for a specific vehicle, the braking force calculated for each air braking operation under cyclic air braking conditions is only related to the decompression. However, in actual railway lines, freight trains generally use phosphorus-containing cast iron brake shoes. During braking, the brake shoes generate a large amount of heat due to friction with the wheel tread, causing the temperature to rise, and the braking force gradually decreases as the temperature increases. Therefore, the braking force calculated by the air braking simulation model under cyclic air braking conditions deviates significantly from the actual braking force on-site. This results in laboratory simulation tests failing to adequately verify the rationality of the automatic driving algorithm software's air braking planning and control for heavy-haul trains under cyclic air braking conditions. It also easily leads to laboratory simulation test results for cyclic air braking conditions lacking guidance for algorithm debugging or even being misleading, posing potential risks to actual online operation. Summary of the Invention

[0004] This invention provides a testing method and apparatus for the circulating air braking of a locomotive intelligent driving system, in order to solve the problem that the braking force calculated by the existing air braking simulation model deviates significantly from the actual braking force under circulating air braking conditions, and lacks guiding significance.

[0005] Based on the above objectives, embodiments of the present invention provide a method for testing cyclic air braking in a locomotive intelligent driving system, comprising: acquiring a set of air braking force correction coefficients corresponding to a test track, wherein the set of air braking force correction coefficients includes a range of values ​​for air braking force correction coefficients with different application intensities corresponding to each air braking event on the test track; selecting a combination sequence subset of application intensities of each air braking event on the test track according to the set of air braking force correction coefficients; sequentially correcting the air braking force calculated by the air braking simulation model for each air braking event on the test track according to an air braking force correction coefficient selected from the combination sequence subset; transmitting the corrected air braking force to a train operation simulation model for air braking testing; and so on, until cyclic air braking testing of all air braking events on the test track is completed.

[0006] Optionally, before obtaining the set of air braking force correction coefficients corresponding to the line under test, the method includes: constructing a set of air braking force correction coefficients corresponding to the line under test based on the actual operating data of the line under test.

[0007] Optionally, the step of constructing an air braking force correction coefficient set corresponding to the test line based on the actual operating data of the test line includes: obtaining a preset number of air braking cycles corresponding to the test line and the application position and relief section of each air braking cycle; for each air braking cycle, simulating the speed and application position of the current air braking cycle in the actual operating data, applying air braking forces of different application intensities multiple times, and adjusting the air braking force correction coefficient by a preset step size each time, so that the relief position of the current air braking cycle is within the relief section, thereby obtaining the range of values ​​for the air braking force correction coefficients of different application intensities for the current air braking cycle; and combining the range of values ​​for the air braking force correction coefficients of different application intensities for each air braking cycle corresponding to the test line to obtain the air braking force correction coefficient set.

[0008] Optionally, the step of simulating the speed and position of the current air braking application in the actual operating data, applying air braking forces of different intensities multiple times, and adjusting the air braking force correction coefficient by a preset step size each time, so that the release position of the current air braking is within the release zone, and obtaining the range of values ​​for the air braking force correction coefficient of different application intensities for the current air braking, includes: simulating the same speed and position based on the speed and position of the current air braking application in the actual operating data; applying air braking forces of any intensity at the application position, and adjusting the air braking force correction coefficient by a preset step size, so that the release position of the current air braking is within the release zone, and obtaining the range of values ​​for the air braking force correction coefficient of different application intensities for the current air braking. The air brake release position is within the release zone, and the air braking force correction coefficient corresponding to the applied intensity of the current air brake is obtained. At the application position, air braking forces of different intensities are applied cyclically multiple times, and multiple air braking force correction coefficients corresponding to different application intensities are obtained for the current air brake. The applied intensity of the cyclically applied air braking force covers three different intensity ranges: strong, weak, and normal. All air braking force applications for the current air brake are statistically analyzed to obtain the range of air braking force correction coefficient values ​​corresponding to the different intensity ranges of strong, weak, and normal for the current air brake.

[0009] Optionally, the step of selecting the application intensity of each air braking event of the test line according to the air braking force correction coefficient set to form a combination sequence subset includes: for any air braking event in the test line, selecting the air braking force correction coefficient value range corresponding to any one of the application intensities of strong, weak, and normal according to the air braking force correction coefficient set; and combining the air braking force correction coefficient value ranges corresponding to each air braking event in the test line to obtain a combination sequence subset.

[0010] Optionally, the combined sequence subset includes the range of values ​​for the air braking force correction coefficient for each air braking in the test line. The step of sequentially selecting an air braking force correction coefficient based on the combined sequence subset to correct the air braking force calculated by the air braking simulation model for each air braking in the test line includes: along the test line, for any air braking, determining the range of values ​​for the air braking force correction coefficient corresponding to the any air braking according to the combined sequence subset; and selecting any air braking force correction coefficient from the range of values ​​to correct the air braking force calculated by the air braking simulation model for the any air braking, thereby obtaining the corrected air braking force.

[0011] Optionally, the step of transmitting the corrected air braking force to the train operation simulation model for air braking testing includes: transmitting the corrected air braking force to the train operation simulation model; and testing the locomotive automatic driving software based on the train operation simulation model and the LKJ software function debugging instrument.

[0012] Based on the same inventive concept, this invention also proposes a testing device for cyclic air braking in a locomotive intelligent driving system, comprising: a coefficient set acquisition unit, used to acquire a set of air braking force correction coefficients corresponding to the test line, wherein the set of air braking force correction coefficients includes the range of values ​​for air braking force correction coefficients with different application intensities corresponding to each air braking event on the test line; a sequence subset acquisition unit, used to select the application intensities of each air braking event on the test line according to the set of air braking force correction coefficients to form a combined sequence subset; and a testing unit, used to sequentially correct the air braking force calculated by the air braking simulation model for each air braking event on the test line according to the combined sequence subset, and transmit the corrected air braking force to the train operation simulation model for air braking testing, until the cyclic air braking test of all air braking events on the test line is completed.

[0013] Based on the same inventive concept, this invention also proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aforementioned method.

[0014] Based on the same inventive concept, embodiments of the present invention also propose a computer storage medium storing at least one executable instruction that causes a processor to execute the aforementioned method.

[0015] The beneficial effects of this invention are as follows: As can be seen from the above description, the present invention provides a testing method and apparatus for cyclic air braking in a locomotive intelligent driving system. The method includes: obtaining a set of air braking force correction coefficients corresponding to the test line, wherein the set of air braking force correction coefficients includes the range of values ​​for air braking force correction coefficients with different application intensities corresponding to each air braking event on the test line; selecting a combination sequence subset of application intensities of each air braking event on the test line according to the set of air braking force correction coefficients; sequentially correcting the air braking force calculated by the air braking simulation model for each air braking event on the test line according to the combination sequence subset; transmitting the corrected air braking force to the train operation simulation model for air braking testing; and so on until all air braking events on the test line are tested in cyclic air braking. This method can more realistically and comprehensively simulate the air braking force in cyclic air braking conditions, improve the consistency between cyclic air braking testing and actual on-site operation, and thus improve the reliability of train automatic driving software. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart illustrating the test method for the recirculating air brake of the locomotive intelligent driving system in an embodiment of the present invention.

[0018] Figure 2 This is a schematic diagram of the structure of the testing system for the locomotive automatic driving software in an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of the structure of the test device for the circulating air brake of the locomotive intelligent driving system in an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of an electronic device in an embodiment of the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0022] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0023] This invention provides a test method for the circulating air braking of a locomotive intelligent driving system, as shown in the attached figure. Figure 1 As shown, the test method for the recirculating air brake of the locomotive intelligent driving system includes:

[0024] Step S11: Obtain the set of air braking force correction coefficients corresponding to the circuit under test. The set of air braking force correction coefficients includes the range of values ​​for air braking force correction coefficients with different application intensities for each air braking operation corresponding to the circuit under test.

[0025] In this embodiment of the invention, during simulation testing, based on the actual calculation method of train braking force, the calculation formula for the air braking force B in the air braking simulation model is as follows:

[0026]

[0027] Where K is the calculated brake shoe pressure, φ k This corresponds to the calculated friction coefficient. The aerodynamic braking force simulation model outputs aerodynamic braking force values ​​for use by train operation simulation software.

[0028] Before step S11, a set of air braking force correction coefficients corresponding to the test line is constructed based on the actual operating data of the test line. Optionally, the preset number of air braking operations and the application and release points for each air braking operation corresponding to the test line are first obtained. For a specific railway freight line, the operation of heavy-haul trains on long downhill sections must comply with relevant operating procedures. For example, for two long downhill sections of a railway, the operating procedures require the use of air braking five times for each section, with quantitative requirements for the application and release points and speeds of each air braking operation, which must be followed by the automatic driving system. Here, the number of air braking operations and the application and release points for each air braking operation that meet the safety operating procedures requirements of the test line are directly obtained.

[0029] Then, for each air braking operation, the speed and position of the applied air braking in the actual operating data are simulated, and air braking forces of different intensities are applied multiple times. Each time, the air braking force correction coefficient is adjusted by a preset step size so that the release position of the current air braking operation is within the release zone, thus obtaining the range of values ​​for the air braking force correction coefficient for different application intensities. After the train is assembled, due to various objective factors, the actual air braking effect can be summarized as strong, weak, and normal braking force output performance; that is, the air braking force application intensity can be divided into three types: strong, weak, and normal. In this embodiment of the invention, for each air braking action, the same speed and application position can be simulated based on the speed and application position of the current air braking action in the actual operating data; an air braking force of any intensity is applied at the application position, and the air braking force correction coefficient is adjusted with a preset step size so that the release position of the current air braking action is within the release zone, thus obtaining the air braking force correction coefficient corresponding to the application intensity for the current air braking action; different application intensities of air braking force are applied repeatedly at the application position, and multiple air braking force correction coefficients corresponding to different application intensities are obtained for the current air braking action, wherein the application intensities of the cyclically applied air braking force cover three different intensity value ranges: strong, weak, and normal; the application situations of all air braking forces for the current air braking action are statistically analyzed to obtain the value range of the air braking force correction coefficient corresponding to the different intensity value ranges of strong, weak, and normal for the current air braking action. For each air braking operation on the test track, strong, weak, and normal intensity air braking forces are applied at simulated speeds and application positions corresponding to actual operating data. The air braking force correction coefficient is adjusted with a preset step size so that the release position of the current air braking operation falls within the release zone. This yields the value ranges of the air braking force correction coefficients corresponding to strong, weak, and normal intensities, respectively. This embodiment of the invention can perform multiple simulations for the three application intensities (strong, weak, and normal) to obtain a more accurate range of air braking force correction coefficient values. The preset step size can be set as needed, preferably 0.1.

[0030] In this embodiment of the invention, for freight lines requiring speed control using recirculating air braking, the railway bureau has established reasonable application and release sections for each air braking maneuver based on effective practical experience. During operation, the air braking application position generally conforms to the requirements of the operating procedures, but the release position may deviate due to variations in braking force: when the braking force is strong, the release position is earlier than the standard position; when the braking force is weak, the release position is later than the standard position. In the simulation environment, by simulating the speed and application position of air braking in the field operation data, the air braking force correction coefficient is adjusted in steps of 0.1 to ensure that the release position of the air braking in the simulation environment is the same as in reality, i.e., the position deviation is within a preset range, for example, within 100 meters. By simulating multiple actual field operation data and summarizing based on practical operability, the set β of the air braking force correction coefficients for each air braking maneuver in recirculating air braking can be obtained. i The correction factor for each air braking action is a set of three elements: strong, weak, and normal. i ∈<β 强闸i |β 弱闸i |β 普通闸i Where i is an integer from 1 to n, and n is the number of air braking cycles in the cyclic air braking operation.

[0031] Finally, the range of air braking force correction coefficient values ​​for each air braking application intensity corresponding to the test line is collected to obtain the air braking force correction coefficient set. This allows for the construction of a dedicated air braking force correction coefficient set for each actual test line. For example, if an actual test line has n air braking applications, during the simulation experiment, a fixed air braking force B is first calculated according to the air braking force formula. During the experiment, for each braking application, if the air braking force B does not reach a reasonable release position, the braking force is adjusted in increments of 0.1 to obtain the correction coefficient. Through the above process, the set of air braking force correction coefficients corresponding to each air braking application in the test line can be obtained, resulting in n sets of air braking force correction coefficients. This set includes the range of air braking force correction coefficient values ​​corresponding to strong, weak, and normal application intensities. Strong application intensity represents an application intensity of [0.8-1.06], normal application intensity represents an application intensity of [0.65-0.79], and weak application intensity represents an application intensity of [0.4-0.64]. In this embodiment of the invention, the air braking force correction coefficient is simulated for each air braking action on the test line to determine the range of values ​​corresponding to the three applied intensities of strong, weak, and normal. This can enrich the test cases, facilitate the construction of more complex scenarios to challenge the autonomous driving system, and verify whether the autonomous driving system can make reasonable decisions under various conditions.

[0032] In step S11, a pre-constructed set of air braking force correction coefficients corresponding to the circuit under test is directly obtained. The set of air braking force correction coefficients includes the range of values ​​of the air braking force correction coefficients for different application intensities of each air braking corresponding to the circuit under test.

[0033] Step S12: Select the combined sequence subset of the application intensity of each air braking of the line under test according to the set of air braking force correction coefficients.

[0034] In step S12, for any air braking in the circuit under test, the range of air braking force correction coefficient values ​​corresponding to the application intensity of strong, weak, and normal is selected according to the set of air braking force correction coefficients. The range of air braking force correction coefficient values ​​corresponding to each air braking in the circuit under test is then combined to obtain a subset of the combined sequence. This subset of the combined sequence includes the range of air braking force correction coefficient values ​​for each air braking in the circuit under test, specifically representing the sequence of application intensities for each air braking in the circuit under test; it is not necessary to list the specific values ​​of the air braking force correction coefficients. If the cyclic air braking of the circuit under test involves n air braking operations, then there are a total of 3... n A sequence of combinations of air braking force correction coefficients can be obtained, that is, 3 n A subset of combined sequences can be selected in step S12, for example, selecting sequences where all applied intensities are strong: {B1 strong, B2 strong, ..., Bn strong}. Of course, in other embodiments of the invention, multiple sequences can be selected for subsequent testing.

[0035] Step S13: For each air braking test on the line under test, select an air braking force correction coefficient according to the combination sequence subset to correct the air braking force calculated by the air braking simulation model, and transmit the corrected air braking force to the train operation simulation model for air braking test, until the cyclic air braking test of all air braking tests on the line under test is completed.

[0036] In this embodiment of the invention, the combined sequence subset includes the range of values ​​for the air braking force correction coefficient for each air braking operation in the test line. In step S13, along the test line, for any air braking operation, the range of values ​​for the air braking force correction coefficient corresponding to that air braking operation is determined according to the combined sequence subset; an air braking force correction coefficient is randomly selected from the range of values ​​to correct the air braking force calculated by the air braking simulation model for that air braking operation, resulting in the corrected air braking force. The specific correction process is as follows: a variable is added to the air braking force calculation formula in the air braking simulation model. The default value of this variable is 1, and it is multiplied arithmetically with the air braking force calculation result. When calculating the cyclic air braking force, the selected air braking force correction coefficient is assigned to this variable, thereby adjusting the simulation calculation result of the air braking force. For example, if the original calculation result of the air braking force is 100, then when this variable is assigned the value 0.77, the final output corrected air braking force value is 100 * 0.77 = 77.

[0037] Testing system for locomotive autopilot software, such as Figure 2 As shown, the system includes a set of air braking force correction coefficients, a train air braking force model, a train operation simulation model, and an LKJ software function debugger. In this testing system, a floating-point variable with a default value of 1 is added to the calculation formula of the air braking simulation model. After the air braking simulation model calculates the air braking force B, the air braking force correction coefficient is assigned to this variable, and this variable is arithmetically multiplied with the air braking force B to obtain the corrected air braking force. The corrected air braking force is then transmitted to the train operation simulation model. Based on the train operation simulation model and the LKJ software function debugger, the locomotive automatic driving software is tested.

[0038] Select the air braking force correction coefficients for each cycle of the cyclic air braking sequentially along the test line. When the simulation test reaches the i-th air braking, apply the i-th coefficient in the current air braking force correction coefficient sequence to adjust the output value of the air braking model until the selected combination sequence subset for this round of testing is completed. Then stop the simulation test, download the test data, and this completes one test process. i is a positive integer.

[0039] This invention establishes and applies an air brake correction coefficient library. By applying the air braking force correction coefficient to correct the air braking force calculated by the air brake simulation model, each air braking operation can adjust the air braking force according to the actual operating conditions. This enhances the fit between the simulation environment and actual operation during testing, improves the consistency between laboratory test results for heavy-haul train cyclic air braking scenarios and actual field operation results, and enables the locomotive automatic driving algorithm software to be tested in a simulation test environment that is closer to real working conditions, making the test results more effective and reliable. This invention can construct all theoretically possible combinations of the strength of the applied air braking force in the cyclic air braking condition, thereby comprehensively testing the processing strategy of the locomotive automatic driving algorithm software in this condition.

[0040] In summary, this embodiment of the invention obtains a set of air braking force correction coefficients corresponding to the test track. This set includes the range of values ​​for each air braking force correction coefficient corresponding to different application intensities of air braking on the test track. Based on this set, a subset of combinations of application intensities of air braking on the test track is selected. For each air braking operation on the test track, an air braking force correction coefficient is selected from the subset of combinations to correct the air braking force calculated by the air braking simulation model. The corrected air braking force is then transmitted to the train operation simulation model for air braking testing. This process continues until all air braking operations on the test track are tested in a cyclic air braking test. This approach more realistically and comprehensively simulates the air braking force under cyclic air braking conditions, improving the consistency between cyclic air braking tests and actual field operation. It also better verifies the locomotive automatic driving algorithm software's response strategies under various air braking force conditions, thereby enhancing the reliability of the train automatic driving software.

[0041] The foregoing has described specific embodiments of the present invention. In some cases, the actions or steps described in the embodiments of the present invention may be performed in a different order than that shown in the embodiments and the desired results may still be achieved. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0042] Based on the same concept, embodiments of the present invention also provide a testing device for the circulating air braking of a locomotive intelligent driving system. Figure 3 As shown, the test device for the cyclic air braking of the locomotive intelligent driving system includes: a coefficient set acquisition unit, a sequence subset acquisition unit, and a test unit. Among them,

[0043] The coefficient set acquisition unit is used to acquire the air braking force correction coefficient set corresponding to the line under test. The air braking force correction coefficient set includes the value range of the air braking force correction coefficient for each air braking with different application intensities corresponding to the line under test.

[0044] The sequence subset acquisition unit is used to select the application intensity of each air brake of the line under test according to the air braking force correction coefficient set, forming a combined sequence subset;

[0045] The test unit is used to sequentially perform air braking tests on each air braking operation on the line under test. Based on the subset of the combination sequence, an air braking force correction coefficient is selected to correct the air braking force calculated by the air braking simulation model. The corrected air braking force is then transmitted to the train operation simulation model for air braking testing, until all air braking tests on the line under test are completed.

[0046] For ease of description, the above devices are described in modules according to their functions. Of course, in implementing the embodiments of the present invention, the functions of each module can be implemented in one or more software and / or hardware.

[0047] The apparatus of the above embodiments is applied to the corresponding methods in the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0048] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the method described in any of the above embodiments.

[0049] This invention provides a non-volatile computer storage medium storing at least one executable instruction that can execute the method described in any of the above embodiments.

[0050] Figure 4 This illustration shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 401, a memory 402, an input / output interface 403, a communication interface 404, and a bus 405. The processor 401, memory 402, input / output interface 403, and communication interface 404 are interconnected internally via the bus 405.

[0051] The processor 401 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present invention.

[0052] The memory 402 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 402 can store the operating system and other application programs. When the technical solution provided by the method embodiment of the present invention is implemented by software or firmware, the relevant program code is stored in the memory 402 and is called and executed by the processor 401.

[0053] Input / output interface 403 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0054] Communication interface 404 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0055] Bus 405 includes a pathway for transmitting information between various components of the device (e.g., processor 401, memory 402, input / output interface 403, and communication interface 404).

[0056] It should be noted that although the above-described device only shows the processor 401, memory 402, input / output interface 403, communication interface 404, and bus 405, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of the present invention, and does not necessarily include all the components shown in the figures.

[0057] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of this application as described above, which are not provided in detail for the sake of brevity.

[0058] This application is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the embodiments of this invention. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this invention should be included within the protection scope of this application.

Claims

1. A test method for the circulating air braking of a locomotive intelligent driving system, characterized in that, The method includes: Obtain the set of air braking force correction coefficients corresponding to the line under test. The set of air braking force correction coefficients includes the range of values ​​of the air braking force correction coefficients for different application intensities of each air braking corresponding to the line under test. The combined sequence subset is formed by selecting the application intensity of each air braking of the line under test based on the set of air braking force correction coefficients; For each air braking test on the line under test, an air braking force correction coefficient is selected according to the combination sequence subset to correct the air braking force calculated by the air braking simulation model. The corrected air braking force is then transmitted to the train operation simulation model for air braking test, until all air braking tests on the line under test are completed. Before obtaining the set of aerodynamic braking force correction coefficients corresponding to the circuit under test, the following steps are included: A set of air braking force correction coefficients corresponding to the test line is constructed based on the actual operating data of the test line. The step of constructing a set of aerodynamic braking force correction coefficients corresponding to the test line based on the actual operating data of the test line includes: Obtain the preset number of air braking cycles corresponding to the circuit under test, as well as the application position and release section of each air braking cycle; For each air braking, the speed and position of the current air braking are simulated in the actual operating data. Air braking force with different application intensities is applied multiple times, and the air braking force correction coefficient is adjusted by a preset step size each time so that the release position of the current air braking is within the release zone, thereby obtaining the range of values ​​for the air braking force correction coefficient with different application intensities for the current air braking. The set of air braking force correction coefficients is obtained by taking the range of values ​​of the air braking force correction coefficients for each air braking application intensity corresponding to the line under test. The simulation uses the actual operating data to determine the speed and position of the current air braking application, applies air braking force of different intensities multiple times, and adjusts the air braking force correction coefficient in preset steps each time, so that the release position of the current air braking is within the release zone. This yields the range of values ​​for the air braking force correction coefficient for different application intensities of the current air braking, including: Simulate the same speed and application position based on the speed and application position of the current air brake application in the actual operation data; Apply any applied air braking force at the application position, and adjust the air braking force correction coefficient with a preset step size so that the release position of the current air braking is within the release section, thereby obtaining the air braking force correction coefficient of the current air braking corresponding to the applied intensity. Different air braking forces with varying intensity are applied repeatedly at the application position, and multiple air braking force correction coefficients corresponding to different application intensities are obtained for the current air braking. The application intensities of the cyclically applied air braking force cover three different intensity ranges: strong, weak, and normal. By statistically analyzing all the applied air braking forces for the current air braking, the range of air braking force correction coefficient values ​​corresponding to the different intensity ranges of the current air braking, namely strong, weak, and normal, is obtained.

2. The method as described in claim 1, characterized in that, The subset of combined sequences formed by selecting the application intensity of each air braking event on the test line based on the air braking force correction coefficient set includes: For any air braking in the circuit under test, select the range of air braking force correction coefficient values ​​corresponding to the application intensity of strong, weak, and normal according to the set of air braking force correction coefficients; By combining the range of values ​​for the air braking force correction coefficients corresponding to each air braking action in the circuit under test, a subset of combined sequences is obtained.

3. The method as described in claim 1, characterized in that, The combined sequence subset includes the range of air braking force correction coefficient values ​​for each air braking operation in the test line. The step of sequentially correcting the air braking force calculated by the air braking simulation model for each air braking operation in the test line, based on the combined sequence subset, includes: along the test line... For any air braking, the range of values ​​for the air braking force correction coefficient corresponding to the any air braking is determined based on the subset of the combined sequence. Choose any one of the air braking force correction coefficients from the range of values ​​to correct the air braking force of any one air braking calculated by the air braking simulation model, and obtain the corrected air braking force.

4. The method as described in claim 1, characterized in that, The process of transmitting the corrected air braking force to the train operation simulation model for air braking testing includes: The corrected air braking force is transmitted to the train operation simulation model; The locomotive automatic driving software was tested using the train operation simulation model and the LKJ software function debugger.

5. A test device for the circulating air braking of a locomotive intelligent driving system, characterized in that, The device includes: The coefficient set acquisition unit is used to acquire the air braking force correction coefficient set corresponding to the line under test. The air braking force correction coefficient set includes the value range of the air braking force correction coefficient for each air braking with different application intensities corresponding to the line under test. The sequence subset acquisition unit is used to select the application intensity of each air brake of the line under test according to the air braking force correction coefficient set, forming a combined sequence subset; The test unit is used to sequentially perform each air braking test on the line under test, select an air braking force correction coefficient according to the combination sequence subset, correct the air braking force calculated by the air braking simulation model, and transmit the corrected air braking force to the train operation simulation model for air braking test, until the cyclic air braking test of all air brakes on the line under test is completed. Before obtaining the set of aerodynamic braking force correction coefficients corresponding to the circuit under test, the following steps are included: A set of air braking force correction coefficients corresponding to the test line is constructed based on the actual operating data of the test line. The step of constructing a set of aerodynamic braking force correction coefficients corresponding to the test line based on the actual operating data of the test line includes: Obtain the preset number of air braking cycles corresponding to the circuit under test, as well as the application position and release section of each air braking cycle; For each air braking, the speed and position of the current air braking are simulated in the actual operating data. Air braking force with different application intensities is applied multiple times, and the air braking force correction coefficient is adjusted by a preset step size each time so that the release position of the current air braking is within the release zone, thereby obtaining the range of values ​​for the air braking force correction coefficient with different application intensities for the current air braking. The set of air braking force correction coefficients is obtained by taking the range of values ​​of the air braking force correction coefficients for each air braking application intensity corresponding to the line under test. The simulation uses the actual operating data to determine the speed and position of the current air braking application, applies air braking force of different intensities multiple times, and adjusts the air braking force correction coefficient in preset steps each time, so that the release position of the current air braking is within the release zone. This yields the range of values ​​for the air braking force correction coefficient for different application intensities of the current air braking, including: Simulate the same speed and application position based on the speed and application position of the current air brake application in the actual operation data; Apply any applied air braking force at the application position, and adjust the air braking force correction coefficient with a preset step size so that the release position of the current air braking is within the release section, thereby obtaining the air braking force correction coefficient of the current air braking corresponding to the applied intensity. Different air braking forces with varying intensity are applied repeatedly at the application position, and multiple air braking force correction coefficients corresponding to different application intensities are obtained for the current air braking. The application intensities of the cyclically applied air braking force cover three different intensity ranges: strong, weak, and normal. By statistically analyzing all the applied air braking forces for the current air braking, the range of air braking force correction coefficient values ​​corresponding to the different intensity ranges of the current air braking, namely strong, weak, and normal, is obtained.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1-4.

7. A computer storage medium, characterized in that, The storage medium stores at least one executable instruction that causes the processor to perform the method as described in any one of claims 1-4.

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