An automatic driving control system for railway electric locomotive

Abstract

The present invention discloses an automatic driving control system for railway electric locomotives, which belongs to the technical field of electric locomotive control systems, and includes a static analysis module, a position analysis module, a movement detection module, and a dynamic control module. The preset model of the present invention can comprehensively consider multiple factors, including but not limited to the type of goods towed by the electric locomotive and related data, the temperature, curvature, slope of the track during the driving journey, and attachments on the track surface, etc. The automatic braking trigger threshold of the railway electric locomotive calculated by the preset model is more accurate than the distance threshold of the active braking trigger in the existing automatic driving control system. The use of this automatic braking trigger threshold can greatly improve the perfection and safety of the braking function during the automatic driving process.

Description

Technical Field

[0001] The present invention relates to the technical field of electric storage locomotive control systems, and in particular to an automatic driving control system for railway electric storage locomotives. Background Art

[0002] The automatic driving control system of railway electric locomotives is one of the core technologies of modern railway transportation. The system realizes real-time monitoring and precise control of the locomotive's operating status through high-precision sensors, complex algorithms and advanced actuators. In the automatic driving mode, the control system can independently plan the driving route, adjust the operating speed, ensure driving safety, and coordinate with other traffic management systems to achieve efficient and smooth railway transportation. The application of this technology not only improves the efficiency and safety of railway transportation, but also greatly reduces the burden on drivers.

[0003] Existing railway electric locomotive automatic driving control systems are generally equipped with an active braking function, which determines whether there is a collision risk based on the distance to the obstacle and the running speed of the railway electric locomotive, and performs emergency braking to avoid the risk when there is a collision risk. However, since the braking distance is affected by many factors, the timing of active braking in the existing technology will be more or less later than the ideal braking timing, and there are certain defects. Especially when there is ice on the rails or there is rain, snow, or oil stains attached, it is easy to cause personal injury or property loss due to late braking. Summary of the invention

[0004] The purpose of the present invention is to solve the problem in the prior art that the timing of automatic driving control of railway electric locomotive braking is not accurate enough, and to propose an automatic driving control system for railway electric locomotive.

[0005] The object of the present invention can be achieved by the following technical solutions: an automatic driving control system for a railway electric storage locomotive, comprising a static analysis module, a position analysis module, a movement detection module and a dynamic control module;

[0006] The static analysis module includes a cargo analysis unit and a wear analysis unit. The cargo analysis unit is used to calculate the cargo braking influence parameters of the railway storage electric locomotive, and the wear analysis unit is used to calculate the brake shoe wear influence value of the railway storage electric locomotive.

[0007] The location analysis module includes a rail temperature analysis unit and a path analysis unit. The path analysis unit divides multiple map routes into multiple regional routes for separate analysis and calculates the path analysis value of the regional route. The rail temperature analysis unit is used to calculate the predicted value of the track surface temperature.

[0008] The mobile detection module includes a laser detection unit and a reflectivity assignment unit. The reflectivity assignment unit is used to calculate the reflectivity parameters corresponding to different area routes. The laser detection unit includes a laser transmitter and a light intensity sensor. The laser emitted by the laser transmitter is reflected by the track to reach the light intensity sensor. The laser detection unit extracts the reflectivity parameters of the current regional route of the railway electric locomotive. , the intensity of the emitted light , received light intensity , substitute into the formula Calculation is performed to obtain a damage judgment value Pd, and multiple calculations are performed periodically during the driving process of the same regional route path to obtain multiple damage judgment values;

[0009] The dynamic control module includes a dynamic analysis unit and a dynamic adjustment unit. The dynamic analysis unit presets an adhesion influence value and assigns the adhesion influence value according to the current air temperature and the surface influence value. The dynamic adjustment unit corrects the distance threshold for active braking triggering.

[0010] As a preferred embodiment of the present invention, the specific analysis process of the cargo analysis unit is as follows:

[0011] Get the type, weight and density of the goods. There are multiple preset type options. Each type option corresponds to a diameter value and a density value. The diameter value corresponding to the goods is used as the diameter impact value of the goods. , extract the length and width of the current traction cargo compartment and the height of the cargo in the cargo compartment (the height of the highest point of the cargo is taken as the height of the cargo), and record them as , , , extract the total weight of the goods And the density of the cargo , substitute into the preset formula Calculate the intensive influence value , the impact value on diameter and intensive impact value After normalization, enter the formula Calculate the cargo braking influence parameters .

[0012] As a preferred embodiment of the present invention, the specific analysis process of the wear analysis unit is as follows:

[0013] Get the duration of each braking in the past , the time interval between two braking and the total weight of the cargo towed at each braking , where i=1, 2, 3, ..., j and k=1, 2, 3, ..., j-1, where i is the order of each braking, j is the total number of braking times of the brake shoe, and the maximum value of i is reset to 0 when a new brake shoe is replaced. represents the time interval between the kth braking and the k+1th braking, sets an interval threshold, and compares the interval threshold with Compare one by one and extract those that are greater than or equal to the interval threshold Record them as non-continuous values ​​and record them in the order of their subscripts as , m = 1, 2, 3, ..., n, where m is the order of the non-consecutive values ​​and n is the total number of non-consecutive values. The value is equal to its corresponding Subscript k, substitute it into the formula The calculation is performed in These are all preset parameter factors, and the continuous braking impact value is obtained , the duration of each braking and the total weight of the cargo towed at each braking Substitute into the formula Calculate the braking effect value , calculate the sum of the continuous braking impact value and the braking use impact value, and get the brake shoe wear impact value .

[0014] As a preferred implementation of the present invention, the specific analysis process of the path analysis unit is as follows:

[0015] There are multiple map routes preset, each map route is labeled with a number p, each map route corresponds to a running path, each map route is divided into multiple unit length regional routes, multiple regional routes of the same map route are labeled with a number q, the curvature value of each regional route corresponding to the map route and the slope value of the geographical location of the map route are obtained, and the curvature value and the slope value are normalized and recorded as and , represents the curvature value of the regional route q in the map route p, and Represents the slope value of regional route q in map route p, substitute into the formula Calculate in to get the path analysis value corresponding to each regional route .

[0016] As a preferred embodiment of the present invention, the specific analysis process of the rail temperature analysis unit is as follows:

[0017] The rail temperature analysis unit obtains the current temperature of the railway electric locomotive , minimum temperature , solar radiation value I, sunrise time , Current time , Rail surface temperature measurement and wind force level F, calculate the current time Sunrise time The difference is the sunshine duration , substitute the preset model The current rail surface temperature prediction value is obtained by calculation ;

[0018] in , , is the default value, Indicates the heat absorption rate of the rail surface, represents the Stefan-Boltzmann constant, is the emissivity of the rail surface, and A represents the unit area.

[0019] As a preferred embodiment of the present invention, the specific analysis process of the reflectivity assignment unit is as follows:

[0020] Obtain the number of times the locomotive has passed through the route in this area, the time of each pass, and the time of each maintenance and cleaning of the rail surface. The time of the most recent rail surface maintenance and cleaning is used as the starting point for analysis, and the number of locomotive passes after the starting point is counted. , calculate the time interval between the current time and the starting time , substitute the preset model Calculate the reflectivity parameters ,in is the preset weight factor, is the preset reference factor.

[0021] As a preferred embodiment of the present invention, the specific analysis process of the dynamic analysis unit is as follows:

[0022] Acquire multiple damage judgment values ​​obtained by the laser detection unit in the process of being located in the current area route, calculate the average value thereof and record it as the surface impact value, extract the current temperature and compare it with the preset temperature threshold, extract the surface impact value and compare it with the preset first surface impact threshold and the second surface impact threshold;

[0023] When the current temperature is lower than the preset temperature threshold and the surface influence value is greater than or equal to the second surface influence threshold, the attachment influence value is assigned to ;

[0024] When the current temperature is lower than the preset temperature threshold, and the surface impact value is lower than the second surface impact threshold and greater than or equal to the first surface impact threshold, the attachment impact value is assigned to ;

[0025] When the current temperature is greater than the preset temperature threshold, and the surface impact value is greater than or equal to the second surface impact threshold, the attachment impact value is assigned to ;

[0026] When the current temperature is greater than the preset temperature threshold, and the surface impact value is less than the second surface impact threshold and greater than or equal to the first surface impact threshold, the attachment impact value is assigned to , in other cases, the attachment influence value is assigned to 0;

[0027] in, , , , These are preset values.

[0028] As a preferred implementation of the present invention, the specific analysis process of the dynamic adjustment unit is as follows:

[0029] Get cargo brake impact parameters , brake shoe wear impact value , Surface temperature prediction value , the path analysis value corresponding to the route in the current area And the attachment impact value , after normalization, enter the preset model The automatic braking trigger threshold is calculated in ;

[0030] Where v is the current speed of the railway electric locomotive, is the distance threshold for triggering active braking in the existing automatic driving control system of railway electric locomotives. is the preset weight factor.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] The cargo load analysis unit in the present invention can analyze and calculate the impact value of the cargo on the braking performance of the locomotive, thereby realizing the ability to estimate the impact of the cargo on the locomotive braking based on data such as the type and density of the cargo, changing the situation in the prior art where it is difficult to adjust the timing of the locomotive active braking trigger according to the type of cargo. The wear analysis unit can more accurately predict the brake shoe wear by separately analyzing the continuous braking impact value and the braking use impact value of the individual brake and combining them.

[0033] The rail temperature analysis unit in the present invention can calculate the surface predicted temperature value that is closer to the actual temperature of the track through a mathematical model, under the premise of referring to the temperature of the rail measured by the infrared temperature sensor during the movement of the railway electric locomotive. Compared with the temperature value directly measured by the infrared temperature sensor, the interference of other factors is reduced and the data collection effect is improved.

[0034] The reflectivity assignment unit in the mobile detection module of the present invention can predict the current reflectivity of the rail according to the use and cleaning of the rail, and the laser detection unit can calculate the influence of the rail surface attachment on the laser intensity during the laser reflection process through the intensity attenuation of the laser after being reflected by the rail surface, that is, the damage judgment value. Furthermore, the dynamic analysis unit can judge the rail surface attachment by analyzing and calculating the damage judgment value and combining it with the current temperature, so as to obtain the relevant value of the influence of the attachment on the rail friction force, and then combine the influence values ​​of other factors to more reasonably correct the distance threshold of the active braking trigger in the existing automatic driving control system of the railway storage electric locomotive, thereby greatly improving the perfection and safety of the braking function during the automatic driving process. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0036] Figure 1 The principle framework of the present invention Figure 1 ;

[0037] Figure 2 The principle framework of the present invention Figure 2 . DETAILED DESCRIPTION

[0038] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] See also Figure 1 As shown, an automatic driving control system for a railway electric locomotive includes a static analysis module, a position analysis module, a movement detection module and a dynamic control module.

[0040] The static analysis module includes a cargo load analysis unit and a wear analysis unit. The cargo load analysis unit can analyze the type, weight and density of the towed cargo, and calculate the impact of the towed cargo on the braking of the electric locomotive based on the analysis results. The wear analysis unit obtains the brake shoe usage time, braking distance and material friction coefficient of the electric locomotive for analysis, and calculates the brake shoe wear impact value of the railway electric locomotive based on the analysis results.

[0041] The cargo analysis unit has multiple preset category options. Each category option corresponds to a diameter value and a density value. The diameter value refers to the average diameter of the cargo of that category. The diameter value corresponding to the category option to which the cargo belongs is used as the diameter impact value of the cargo. , extract the length and width of the current traction cargo compartment and the height of the cargo in the cargo compartment (the height of the highest point of the cargo is taken as the height of the cargo), and record them as , , , the total weight of the extracted goods is recorded as And the density value corresponding to the type of goods , substitute into the preset formula Calculate the intensive influence value , the impact value on diameter and intensive impact value After normalization, enter the formula Calculate the cargo braking influence parameters .

[0042] It should be noted that the cargo braking influencing parameter indirectly reflects the impact of the cargo-related data towed by the electric locomotive on the braking of the electric locomotive (the larger the gap between the cargo and between the cargo and the carriage, the larger the cargo braking influencing parameter, and the smaller the cargo diameter, the larger the cargo braking influencing parameter). Obviously, the larger the gap between the cargo and between the cargo and the carriage, and the smaller the cargo diameter, the easier it is for the cargo to move during braking, causing the center of gravity of the cargo to shift, thereby weakening the braking effect (when the center of gravity shifts, the grip that the wheels can achieve is different). When the value of the cargo braking influencing parameter is larger, it means that the impact of the cargo on the braking of the electric locomotive is more serious. That is to say, when other factors and conditions remain the same, the larger the value of the cargo braking influencing parameter will result in an increase in braking distance.

[0043] The wear analysis unit obtains the duration of each braking in the past , the time interval between two braking and the total weight of the cargo towed at each braking , where i=1, 2, 3, ..., j and k=1, 2, 3, ..., j-1, where i is the order of each braking, and j is the total number of braking times of the brake shoe, that is, and They represent the duration of the i-th braking and the total weight of the cargo towed for the i-th time, respectively. The maximum value of i increases by one each time the brake shoe is braked, until the maximum value of i is reset to 0 when a new brake shoe is replaced. represents the time interval between the kth braking and the k+1th braking, sets an interval threshold, and compares the interval threshold with Compare one by one and extract those that are greater than or equal to the interval threshold Record them as non-continuous values ​​and record them in the order of their subscripts as , m = 1, 2, 3, ..., n, where m is the order of the non-consecutive values ​​and n is the total number of non-consecutive values. The value is equal to its corresponding Subscript k, substitute it into the formula The calculation is performed in These are all preset parameter factors, and the continuous braking impact value is obtained , the duration of each braking and the total weight of the cargo towed at each braking Substitute into the formula Calculate the braking effect value , calculate the sum of the continuous braking impact value and the braking use impact value, and get the brake shoe wear impact value .

[0044] It should be noted that the braking time refers to the time from when the brake pedal is pressed to when it is lifted, and the time interval between two braking times refers to the time interval between when the pedal is pressed during the two braking processes. Due to the existence of the interval threshold, each braking between two braking time intervals greater than the interval threshold can be judged as keeping the total weight of the towed cargo the same, that is, express arrive The total weight of the cargo towed during each braking (since the interval threshold is a short time value, arrive Each braking between the two times is judged as multiple braking during the same operation of the railway storage electric locomotive, and the staff cannot load and unload goods within this time value to change the total weight of the goods). By separately analyzing the continuous braking impact value and the braking use impact value of individual braking and combining them, the brake shoe wear condition can be predicted more accurately. The larger the brake shoe wear impact value, the more serious the brake shoe wear condition.

[0045] The position analysis module includes a rail temperature analysis unit and a path analysis unit. The path analysis unit analyzes the path condition data of the railway electric locomotive and calculates the impact of the path condition on the braking of the railway electric locomotive. The rail temperature analysis unit analyzes the data related to the track environment of the railway electric locomotive and calculates the predicted value of the track surface temperature.

[0046] The path analysis unit is preset with multiple map routes, each map route is labeled with a number p, each map route corresponds to an operating path, each map route is divided into multiple unit length regional routes (divided from the starting point of the map route, the last section less than one unit length is recorded as a regional route), multiple regional routes of the same map route are labeled with a number q, and the curvature value of the map route corresponding to each regional route and the slope value of the geographical location of the map route are obtained. It should be noted that the measurement of the curvature value and the slope value are both existing technologies and will not be repeated here. The curvature value and the slope value are normalized and recorded as and , represents the curvature value of the regional route q in the map route p, and Represents the slope value of regional route q in map route p, substitute into the formula Calculate in to get the path analysis value corresponding to each regional route .

[0047] It should be noted that by dividing different operating paths into multiple smaller regional routes, the operating paths within a small area can be analyzed separately, which is conducive to judging and analyzing the route environment conditions of different regional paths, so as to more carefully and accurately determine the impact of each road condition on braking.

[0048] The rail temperature analysis unit obtains the current temperature of the railway electric locomotive , minimum temperature , solar radiation value I, sunrise time , Current time , Rail surface temperature measurement and wind force level F, calculate the current time Sunrise time The difference is the sunshine duration , substitute the preset model The current rail surface temperature prediction value is obtained by calculation , used to determine the current rail temperature value. Due to the comprehensive consideration of the solar radiation absorbed by the rail and its own heat convection and radiation heat dissipation, it is more accurate and closer to the actual value of the rail surface temperature than the infrared sensor measurement value. , , is the default value, Indicates the heat absorption rate of the rail surface, represents the Stefan-Boltzmann constant, is the emissivity (or blackness) of the rail surface, a dimensionless coefficient between 0 and 1 that represents the radiation performance of the rail.

[0049] It should be noted that the calculation model for the predicted value of the rail surface temperature is obtained as follows:

[0050] Substitute the solar radiation value I into the formula for the heat absorbed by the rails The total heat absorbed by the rails is calculated , further, wind force level F, temperature , Rail surface temperature measurement Substitute the heat dissipated by the rails into the formula Calculate the total heat dissipated by the rails , and A represents the unit area.

[0051] Furthermore, the total heat absorbed by the rails and the total heat dissipated by the rails Substitute into the formula Convert it into , and since the cross section and material of the rail can be considered to remain unchanged, the specific heat capacity of the rail is consistent with the mass per unit area, so It can be regarded as an unchanging constant. The above formula can be further simplified to , so the predicted rail surface temperature can be obtained by the formula It is calculated that m represents the mass of the rail and c represents the specific heat capacity of the rail.

[0052] It should be noted that the solar radiation value, wind force level, temperature and sunrise time can all be obtained from the meteorological data released by the local meteorological bureau. The solar radiation value is a physical quantity that indicates the strength of solar radiation, called solar radiation intensity. The unit is W / m2, that is, the radiation flux emitted by a point radiation source in a given direction within a unit solid angle. The surface temperature of the rail can be measured by an infrared temperature sensor. However, when the infrared temperature sensor measures the temperature of the rail during the movement of the railway electric locomotive, errors may occur due to the following factors, including but not limited to the surface characteristics of the rail (such as reflectivity, emissivity), dirt, oil, water marks on the surface of the rail, and artifacts or interference from other heat sources (such as nearby buildings, equipment or personnel). Therefore, it is not accurate enough to use it directly as the surface temperature of the rail. The calculation model for predicting the temperature value of the rail surface can reduce the error of the final temperature value by substituting other data values, thereby improving the accuracy of the surface temperature of the rail.

[0053] The motion detection module includes a laser detection unit and a reflectivity assignment unit.

[0054] The laser detection unit includes a laser transmitter fixedly connected under the railway electric locomotive and a light intensity sensor arranged on one side of the laser transmitter. The type of light that can be measured by the light intensity sensor is compatible with the type of light emitted by the laser transmitter. The laser transmitter is tilted and facing the rail. The surface of the rail is smooth like a mirror. The light intensity sensor can obtain the light intensity value of the light emitted by the laser transmitter after being reflected by the surface of the rail. A preset reflectivity parameter is bound to each regional route (the reflectivity parameter is calculated based on the number of times the locomotive passes through the regional route and the time for maintenance and cleaning of the rail surface), the location of the railway electric locomotive is obtained, and the corresponding reflectivity parameter is extracted according to the regional route to which the location of the railway electric locomotive belongs. , extract the light intensity emitted by the laser transmitter , the light intensity received by the light intensity sensor , substitute into the formula Calculation is performed to obtain a damage judgment value Pd. Multiple calculations are performed periodically during the driving process of the same regional route path to obtain multiple damage judgment values.

[0055] It should be noted that the loss judgment value can be used to calculate the light intensity lost by the laser emitted by the laser transmitter after being reflected by the surface of the rail. The larger the loss judgment value, the more intensity the laser loses, and vice versa. Obviously, the loss judgment value is related to the attachments on the surface of the rail. When the attachments on the surface of the rail are water stains, the laser will be reflected, refracted, interfered, and diffracted in the process of passing through liquid water, resulting in the light intensity received by the light intensity sensor being greatly reduced compared to the light intensity reflected by the rail exposed to the air. The larger the loss judgment value; when the attachments on the surface of the rail are solid water (in the case of ice), the laser will also be reflected, refracted, interfered, and diffracted in the process of passing through the solid water, resulting in the light intensity received by the light intensity sensor being reduced, and the larger the loss judgment value; and when the attachments on the surface of the rail are snow or other opaque oil stains or debris, the laser cannot be reflected to reach the light intensity sensor or only a very small part of the light can reach the light intensity sensor, so it will cause the loss judgment value to approach. .

[0056] Furthermore, the reflectivity assignment unit obtains the number of times the locomotive passes through the route section, the time of each pass, and the time of each maintenance and cleaning of the rail surface. The time of the most recent rail surface maintenance and cleaning is used as the starting time for analysis, and the number of times the locomotive passes after the starting time (all locomotives passing through the rail are within the statistical range, not limited to railway storage locomotives) , calculate the time interval between the current time and the starting time , substitute the preset model Calculate the reflectivity parameters ,in is the preset weight factor, is the preset reference factor.

[0057] It should be noted that the larger the reflectivity parameter, the greater the reflectivity of the rail surface, the higher the smoothness of the surface and the closer it is to a mirror surface. Frequent trains passing by will cause tiny cracks on the rail surface. This phenomenon is called rolling contact fatigue. As the cracks expand, the rail surface will become rougher. As the time from the last maintenance and cleaning increases, the rail surface will also become less smooth due to oxidation and dust coverage, affecting the rail surface smoothness and, in turn, the reflectivity of the rail surface. It is the reflectivity corresponding to the standard finish of the rail when it is cleaned to the standard, which can be measured by professional instruments. Therefore, the reflectivity parameter can be calculated through the preset model to estimate the actual reflectivity of the current rail surface. As the value of the rail surface reflectivity of the route in this area, the wear and oxidation conditions of the rail can be comprehensively considered, so that the reflectivity parameter It is closer to the actual reflectivity, thereby reducing the error value in calculating the impairment judgment value.

[0058] The dynamic control module includes a dynamic analysis unit and a dynamic adjustment unit. The dynamic analysis unit obtains the damage judgment value and performs calculation and analysis on it, presets an adhesion influence value, and assigns the adhesion influence value according to the analysis result. The dynamic adjustment unit obtains the cargo braking influence parameters, brake shoe wear influence value, path analysis value, surface temperature prediction value and adhesion influence value to adjust the automatic triggering threshold of active braking.

[0059] The dynamic analysis unit obtains multiple damage judgment values ​​obtained by the laser detection unit in the process of being located in the current area route, calculates the average value and records it as the surface impact value, extracts the current temperature and compares it with the preset temperature threshold, and extracts the surface impact value and compares it with the preset first surface impact threshold and second surface impact threshold (the first surface impact threshold is less than the second surface impact threshold):

[0060] When the current temperature is lower than the preset temperature threshold and the surface influence value is greater than or equal to the second surface influence threshold, the attachment influence value is assigned to (The material attached to the rail surface in this case is determined to be snow);

[0061] When the current temperature is lower than the preset temperature threshold, and the surface impact value is lower than the second surface impact threshold and greater than or equal to the first surface impact threshold, the attachment impact value is assigned to (The material attached to the rail surface in this case is judged to be ice);

[0062] When the current temperature is greater than the preset temperature threshold, and the surface impact value is greater than or equal to the second surface impact threshold, the attachment impact value is assigned to (The attachments on the rail surface in this case are judged as oil stains);

[0063] When the current temperature is greater than the preset temperature threshold, and the surface impact value is less than the second surface impact threshold and greater than or equal to the first surface impact threshold, the attachment impact value is assigned to In other cases, the adhesion impact value is assigned to 0 (the adhesion on the rail surface in this case is judged to be water).

[0064] in, , , , All are preset values. , , , The influence values ​​of the friction force on the rail surface when the rail surface attachments are snow, ice, water and oil can be obtained by comparing the magnitude of the friction force when the rail surface has attachments and when the rail surface has no attachments. It is a prior art and will not be elaborated on in detail.

[0065] Dynamic adjustment unit obtains cargo braking impact parameters , brake shoe wear impact value , Surface temperature prediction value , the path analysis value corresponding to the route in the current area And the attachment impact value , after normalization, enter the preset model The automatic braking trigger threshold is calculated in .

[0066] Where v is the current speed of the railway electric locomotive, is the distance threshold for triggering active braking in the existing automatic driving control system of railway electric locomotives. is the preset weight factor.

[0067] When the distance between the railway storage electric locomotive and the obstacle is less than or equal to the threshold, emergency braking is automatically triggered to ensure the safety of the railway storage electric locomotive. It should be noted that the preset model considers more factors affecting the braking distance, which can make up for the defect that the temperature of the rails and the attachments on their surface cannot be considered in the existing technology. Therefore, the automatic braking trigger threshold calculated by the preset model is more accurate than the threshold of active braking trigger in the existing automatic driving control system of the railway storage electric locomotive. The use of this automatic braking trigger threshold can greatly improve the perfection and safety of the braking function during the automatic driving process.

[0068] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to only specific implementation methods. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. An automatic driving control system for a railway electric locomotive, characterized in that: It includes a static analysis module, a position analysis module, a motion detection module and a dynamic control module; The static analysis module includes a cargo analysis unit and a wear analysis unit. The cargo analysis unit is used to calculate the cargo braking influence parameters of the railway storage electric locomotive, and the wear analysis unit is used to calculate the brake shoe wear influence value of the railway storage electric locomotive. The location analysis module includes a rail temperature analysis unit and a path analysis unit. The path analysis unit divides multiple map routes into multiple regional routes for separate analysis and calculates the path analysis value of the regional route. The rail temperature analysis unit is used to calculate the predicted value of the track surface temperature. The mobile detection module includes a laser detection unit and a reflectivity assignment unit. The reflectivity assignment unit is used to calculate the reflectivity parameters corresponding to different area routes. The laser detection unit includes a laser emitter and a light intensity sensor. The laser emitted by the laser emitter is reflected by the track to reach the light intensity sensor. The laser detection unit extracts the reflectivity parameters of the current regional route of the railway electric locomotive. , the intensity of the emitted light , received light intensity , substitute into the formula Calculation is performed to obtain a damage judgment value Pd, and multiple calculations are performed periodically during the driving process of the same regional route path to obtain multiple damage judgment values; The specific analysis process of the reflectivity assignment unit is as follows: Obtain the number of times the locomotive has passed through the route in this area, the time of each pass, and the time of each maintenance and cleaning of the rail surface. The time of the most recent rail surface maintenance and cleaning is used as the starting point for analysis, and the number of locomotive passes after the starting point is counted. , calculate the time interval between the current time and the starting time , substitute the preset model Calculate the reflectivity parameters ,in is the preset weight factor, is the preset reference factor; The dynamic control module includes a dynamic analysis unit and a dynamic adjustment unit. The dynamic analysis unit presets an adhesion influence value and assigns the adhesion influence value according to the current air temperature and the surface influence value. The dynamic adjustment unit corrects the distance threshold for the active braking trigger. The specific analysis process of the dynamic analysis unit is as follows: Acquire multiple damage judgment values ​​obtained by the laser detection unit in the process of being located in the current area route, calculate the average value thereof and record it as the surface impact value, extract the current temperature and compare it with the preset temperature threshold, extract the surface impact value and compare it with the preset first surface impact threshold and the second surface impact threshold; When the current temperature is lower than the preset temperature threshold and the surface influence value is greater than or equal to the second surface influence threshold, the attachment influence value is assigned to ; When the current temperature is lower than the preset temperature threshold, and the surface impact value is lower than the second surface impact threshold and greater than or equal to the first surface impact threshold, the attachment impact value is assigned to ; When the current temperature is greater than the preset temperature threshold, and the surface impact value is greater than or equal to the second surface impact threshold, the attachment impact value is assigned to ; When the current temperature is greater than the preset temperature threshold, and the surface impact value is less than the second surface impact threshold and greater than or equal to the first surface impact threshold, the attachment impact value is assigned to , in other cases, the attachment influence value is assigned to 0; in, These are preset values.

2. The automatic driving control system for a railway electric locomotive according to claim 1, characterized in that: The specific analysis process of the cargo analysis unit is as follows: Get the type, weight and density of the goods. There are multiple preset type options. Each type option corresponds to a diameter value and a density value. The diameter value corresponding to the goods is used as the diameter impact value of the goods. , extract the length and width of the current traction cargo compartment and the height of the cargo in the cargo compartment, respectively recorded as , , , extract the total weight of the goods And the density of the cargo , substitute into the preset formula Calculate the intensive influence value , the impact value on diameter and intensive impact value After normalization, enter the formula Calculate the cargo braking influence parameters .

3. The automatic driving control system for railway electric locomotive according to claim 1, characterized in that: The specific analysis process of the wear analysis unit is as follows: Get the duration of each braking in the past , the time interval between two braking and the total weight of the cargo towed during each braking , where i=1, 2, 3, ..., j and k=1, 2, 3, ..., j-1, where i is the order of each braking, j is the total number of braking times of the brake shoe, and the maximum value of i is reset to 0 when a new brake shoe is replaced. represents the time interval between the kth braking and the k+1th braking, sets an interval threshold, and compares the interval threshold with Compare one by one and extract those that are greater than or equal to the interval threshold Record them as non-continuous values ​​and record them in the order of their subscripts as , m = 1, 2, 3, ..., n, where m is the order of the non-consecutive values ​​and n is the total number of non-consecutive values. The value is equal to its corresponding Subscript k, substitute it into the formula The calculation is performed in These are all preset parameter factors, and the continuous braking impact value is obtained , the duration of each braking and the total weight of the cargo towed during each braking Substitute into the formula Calculate the braking effect value , calculate the sum of the continuous braking impact value and the braking use impact value, and get the brake shoe wear impact value .

4. The automatic driving control system for railway electric locomotive according to claim 1, characterized in that: The specific analysis process of the path analysis unit is as follows: There are multiple map routes preset, each map route is labeled with a number p, each map route corresponds to a running path, each map route is divided into multiple unit length regional routes, multiple regional routes of the same map route are labeled with a number q, the curvature value of each regional route corresponding to the map route and the slope value of the geographical location of the map route are obtained, and the curvature value and the slope value are normalized and recorded as and , represents the curvature value of the regional route q in the map route p, and Represents the slope value of regional route q in map route p, substitute into the formula Calculate in to get the path analysis value corresponding to each regional route .

5. The automatic driving control system for railway electric locomotive according to claim 1, characterized in that: The specific analysis process of the rail temperature analysis unit is as follows: The rail temperature analysis unit obtains the current temperature of the railway electric locomotive , minimum temperature , solar radiation value I, sunrise time , Current time , Rail surface temperature measurement and wind force level F, calculate the current time Sunrise time The difference is the sunshine duration , substitute the preset model The current rail surface temperature prediction value is obtained by calculation ; in , , is the default value, Indicates the heat absorption rate of the rail surface, represents the Stefan-Boltzmann constant, is the emissivity of the rail surface, and A represents the unit area.

6. The automatic driving control system for railway electric locomotive according to claim 1, characterized in that: The specific analysis process of the dynamic adjustment unit is as follows: Get cargo brake impact parameters , brake shoe wear impact value , Surface temperature prediction value , the path analysis value corresponding to the route in the current area And the attachment impact value , after normalization, enter the preset model The automatic braking trigger threshold is calculated in ; Where v is the current speed of the railway electric locomotive, is the distance threshold for triggering active braking in the existing automatic driving control system of railway electric locomotives. is the preset weight factor.

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