Method and system for calculating effective braking distance and braking energy of vehicle

Abstract

The present invention relates to the field of rail transit technology, and in particular to a method and system for calculating the effective braking distance and braking energy of a vehicle. The method comprises utilizing a hump control system to collect the size of a reducer opening in real time, recording the time when the reducer opening size reaches a specified state and the radar speed value; calculating the distance traveled by the train set when the reducer brakes the train set; constructing a train set wheelset coordinate sequence, and simultaneously constructing the coordinate relationship of the i-th train set wheelset at full braking and non-full braking moments based on the distance traveled by the train set when the reducer brakes the train set; calculating the effective braking distance of the reducer on the i-th train set wheelset based on the coordinate relationship of the i-th train set wheelset at full braking and non-full braking moments; and calculating the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset. The present invention can effectively calculate the effective braking distance and braking energy of a train set, and can also be applied to train sets with different vehicle numbers and weight levels.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a method and system for calculating the effective braking distance and braking energy of a vehicle. Background Art

[0002] At present, there are two methods for calculating the braking energy of a reducer. One method is to calculate the braking energy based on the entry speed of the vehicle group entering the reducer and the exit speed after full braking. This method requires the vehicle group to pass through the reducer in a fully braked state. It is generally used for special tests of the braking energy of a single heavy vehicle after the reducer is installed; the other method is to calculate the braking energy based on the measured deceleration of a single reducer when braking a single vehicle. This method requires a certain method to determine the effective braking section of the reducer in the radar speed curve, and calculate the deceleration based on the entry speed and exit speed values ​​of the effective action section, and then obtain the braking energy per unit length of the reducer and the braking energy of the reducer. This method is invalid for vehicle groups with 2 or more vehicles.

[0003] Both calculation methods calculate the braking energy of the reducer on a single heavy vehicle, but do not consider the calculation of the braking energy of the reducer on a group of two or more vehicles or groups of other weight grades that exist during the actual shunting operation.

[0004] Although patent CN112046554A discloses a method for calculating the braking energy height for a vehicle group of two or more vehicles, it uses the conventional effective braking time and effective braking distance calculation methods when calculating the braking energy height, which cannot overcome the problem of large errors in the effective braking distance value, and ultimately leads to large errors in the calculated braking energy height. Summary of the Invention

[0005] In response to the above problems, the present invention proposes a method and system for calculating the effective braking distance and braking energy of a vehicle.

[0006] A method for calculating an effective braking distance of a vehicle according to the present invention comprises:

[0007] The hump control system is used to collect the reducer opening size in real time, and record the time when the reducer opening size reaches the specified state and the radar speed value;

[0008] Calculate the distance traveled by the train set when the reducer brakes the train set;

[0009] Constructing a trainset wheelset coordinate sequence, and at the same time, based on the distance traveled by the trainset when the reducer brakes the trainset, constructing the coordinate relationship of the i-th trainset wheelset at the full braking moment and the non-full braking moment;

[0010] Calculate the effective braking distance of the reducer on the i-th train wheelset based on the coordinate relationship between the i-th train wheelset at the full braking moment and the non-full braking moment;

[0011] The effective braking distance of the reducer on the train set is calculated based on the effective braking distance of the reducer on the i-th train set wheelset.

[0012] Furthermore,

[0013] The specified state moments include:

[0014] When the train set is on the speed reducer and the hump control system sends a braking command, this moment is recorded as T1;

[0015] When the speed reducer opening size reaches the full braking state, the time is recorded as Tr, which is called the full braking time;

[0016] When the hump control system sends the relief command, the time is recorded as T2;

[0017] When the speed reducer opening size reaches the non-full braking state, the time is recorded as Tc, which is called the non-full braking time;

[0018] When the reducer opening size reaches the fully relieved state, record this moment as T3.

[0019] Furthermore,

[0020] The method of constructing a train set wheelset coordinate sequence and constructing a coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment based on the distance traveled by the train set when the reducer brakes the train set specifically includes:

[0021] Construct the train set wheelset coordinate sequence;

[0022] Construct the train set wheelset coordinate sequence corresponding to the full braking moment and the non-full braking moment;

[0023] Construct the coordinate relationship of the i-th vehicle wheelset at the full braking moment and the non-full braking moment.

[0024] Furthermore,

[0025] The calculation formula for the effective braking distance of the reducer on the i-th train set wheelset is:

[0026]

[0027] L 效i Refers to the effective braking distance of the reducer on the i-th train set wheelset; L J1 Refers to the effective braking length of the first reducer; L J12 Refers to the effective braking length interval between the first reducer and the second reducer; L J2Refers to the effective braking length of the second reducer; ST(X) takes 0 or 1 according to the range of variable X; P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; P ri Refers to the coordinates of the i-th vehicle wheelset at the full braking moment Tr.

[0028] Furthermore,

[0029] The calculation formula for the effective braking distance of the reducer on the train set is:

[0030]

[0031] L 效 Refers to the effective braking distance of the reducer on the vehicle group.

[0032] The present invention also provides a vehicle effective braking distance calculation system, the system comprising:

[0033] The acquisition module is used to collect the reducer opening size in real time, record the time when the reducer opening size reaches different states and the radar speed value;

[0034] The travel distance calculation module is used to calculate the travel distance of the train set when the reducer brakes the train set;

[0035] A construction module is used to construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment;

[0036] The effective braking distance calculation module of the i-th train set wheelset is used to calculate the effective braking distance of the reducer on the i-th train set wheelset according to the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment;

[0037] The effective braking distance calculation module of the vehicle group is used to calculate the effective braking distance of the reducer on the vehicle group based on the effective braking distance of the reducer on the i-th vehicle group wheelset.

[0038] The present invention also provides a method for calculating vehicle braking energy, the method comprising:

[0039] The hump control system is used to collect the reducer opening size in real time, and record the time when the reducer opening size reaches the specified state and the radar speed value;

[0040] Calculate the distance traveled by the train set when the reducer brakes the train set;

[0041] Constructing a trainset wheelset coordinate sequence, and at the same time, based on the distance traveled by the trainset when the reducer brakes the trainset, constructing the coordinate relationship of the i-th trainset wheelset at the full braking moment and the non-full braking moment;

[0042] Calculate the effective braking distance of the reducer on the i-th train wheelset based on the coordinate relationship between the i-th train wheelset at the full braking moment and the non-full braking moment;

[0043] Calculate the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset;

[0044] The braking energy of the reducer is calculated based on the effective braking distance of the reducer on the vehicle group.

[0045] Furthermore,

[0046] Before calculating the braking energy of the reducer, the method further includes:

[0047] Calculate the braking energy of the reducer on the train set. The calculation formula is:

[0048]

[0049] H rc Refers to the braking energy of the reducer on the train group; Vr refers to the radar speed value corresponding to the full braking moment Tr; Vc refers to the radar speed value corresponding to the non-full braking moment; g refers to the acceleration of gravity; H p Refers to the height difference of the reducer test section line measured on site; H zh Refers to the energy height converted from the resistance of the vehicle being tested.

[0050] Furthermore,

[0051] The calculation formula of the braking energy of the reducer is:

[0052]

[0053] H z Refers to the high braking energy of the reducer; L 效 Refers to the effective braking distance of the reducer on the train set; L J1 Refers to the effective braking length of the first reducer; L J2 Refers to the effective braking length of the second reducer; N c Refers to the number of vehicles.

[0054] The present invention also provides a vehicle braking energy calculation system, the system comprising:

[0055] The acquisition module is used to collect the reducer opening size in real time, record the time when the reducer opening size reaches different states and the radar speed value;

[0056] The travel distance calculation module is used to calculate the travel distance of the train set when the reducer brakes the train set;

[0057] A construction module is used to construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment;

[0058] The effective braking distance calculation module of the i-th train set wheelset is used to calculate the effective braking distance of the reducer on the i-th train set wheelset according to the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment;

[0059] A train set effective braking distance calculation module is used to calculate the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset;

[0060] The braking energy height calculation module is used to calculate the braking energy height of the reducer based on the effective braking distance of the reducer on the vehicle group.

[0061] Compared with the prior art, the present invention has the following beneficial effects:

[0062] The vehicle braking distance and braking energy calculation method proposed in this invention effectively determines the braking distance of the retarder for the entire trainset. It then calculates the retarder's braking energy based on the entry speed at the start of the retarder's effective braking section and the exit speed after full braking. Furthermore, it can effectively calculate the effective braking distance and braking energy for trainsets of varying weights and numbers during hump shunting operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0064] Figure 1 Schematic diagram of the flow of the method for calculating the effective braking distance of a vehicle according to the present invention;

[0065] Figure 2 The present invention establishes a one-dimensional coordinate system with the center point of the reducer entrance as the coordinate origin and the train set sledding direction as the positive direction;

[0066] Figure 3 Schematic diagram of the process of calculating vehicle braking energy of the present invention;

[0067] Figure 4 Schematic diagram of the structure of the vehicle effective braking distance calculation system of the present invention;

[0068] Figure 5A schematic structural diagram of a vehicle braking energy calculation system according to the present invention;

[0069] Figure 6 Schematic diagram of the structure of the electronic device of the present invention.

[0070] Description of reference numerals:

[0071] 301-acquisition module, 302-travel distance calculation module, 303-construction module, 304-effective braking distance calculation module of the i-th vehicle group wheelset, 305-effective braking distance calculation module of the vehicle group, 306-braking energy calculation module, 401-processor, 402-memory. DETAILED DESCRIPTION

[0072] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0073] In order to have a deeper understanding of the present invention, the relevant background and some of the terms therein are explained as follows:

[0074] A railway marshaling yard hump is a small hill built on the ground, resembling the back of a camel. Designed with an appropriate slope, it houses the railway track. This shunting device utilizes the potential energy generated by the weight of the trains and the slope of the hump, supplemented by locomotive thrust, to break up trains. During hump shunting operations, a shunting locomotive pushes the train toward the hump. When the leading hook car approaches the crest, the hook is released, allowing the trains to automatically slid down the slope onto the designated track in the marshaling yard using their own weight, significantly improving shunting efficiency. During the shunting process, vehicle speed reducers must be installed at specific locations to ensure safety and operational requirements. The hump control system adjusts the train's gliding speed to meet operational requirements by sending braking or release commands to the speed reducers based on the set speed, train energy, and speed reducer braking capacity.

[0075] Energy height is to express the kinetic energy, potential energy and work of the train in an equivalent height. The speed of the train is V, the acceleration of gravity is g, then the train has V 2 / 2g energy. If the reducer reduces the train speed from Vr to Vc, the energy consumed by the reducer is (Vr 2 -Vc 2The braking capacity of the retarder is measured by energy, which refers to the energy consumed by the retarder when braking the vehicle.

[0076] Figure 1 A schematic flow chart of a method for calculating vehicle braking distance provided by an embodiment of the present invention specifically includes:

[0077] S101: Using the hump control system to collect the speed reducer opening size in real time, and record the time when the speed reducer opening size reaches a specified state and the radar speed value.

[0078] The specific collection and recording details are as follows.

[0079] When the vehicle group is on the reducer and the hump control system sends a braking command, the moment is recorded as T1; when the reducer opening size reaches the full braking state, the moment is recorded as Tr, which is called the full braking moment; when the hump control system sends a relief command, the moment is recorded as T2; when the reducer opening size reaches the non-full braking state, the moment is recorded as Tc, which is called the non-full braking moment; when the reducer opening size reaches the full relief state, the moment is recorded as T3.

[0080] By recording the time when the speed reducer opening size reaches different states, it is found that the difference between the time when the braking command is sent T1 and the full braking time Tr is the speed reducer full braking time T QZ The difference between the time when the relief command is sent T2 and the time when the relief is fully relieved T3 is the time when the reducer is fully relieved T QH .

[0081] In addition, when the train arrives at the axle counter sensor placed in front of the speed reducer, the radar speed value collected by the hump control system begins to be collected and recorded. When the train leaves the speed reducer, the collection stops. The collection time interval is 100 milliseconds. The radar speed values ​​corresponding to the full braking moment Tr and the non-full braking moment Tc are recorded as Vr and Vc, respectively.

[0082] The integral interval for calculating the effective braking section of the retarder is determined from the full braking moment Tr to the non-full braking moment Tc. The radar speed values ​​Vr and Vc are the entry speed at the start of the effective braking section of the retarder and the exit speed after full braking, respectively.

[0083] S102: Calculate the distance traveled by the train set when the reducer brakes the train set.

[0084] All radar speed values ​​collected by the hump control system are filtered, and the distance traveled by the train set when the reducer brakes the train set is calculated by integrating the speed. The calculation formula is shown in Equation (1).

[0085]

[0086] Where l refers to the distance traveled by the train set when the reducer brakes the train set; Tr refers to the moment when the reducer opening size reaches the full braking state; Tc refers to the moment when the reducer opening size reaches the non-full braking state; and V refers to the filtered radar speed value at a certain moment between Tr and Tc.

[0087] S103: Construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0088] The specific steps are as follows:

[0089] S103-1: Construct the train set wheelset coordinate sequence.

[0090] like Figure 2 As shown in the figure, a one-dimensional coordinate system is established with the center point of the reducer entrance as the coordinate origin and the train sled direction as the positive direction. In the one-dimensional coordinate system, L J1 Refers to the effective braking length of the first reducer, L J12 Refers to the effective braking length interval between the first reducer and the second reducer, L J2 Refers to the effective braking length of the second reducer. Based on the one-dimensional coordinate system, the train set wheelset coordinate sequence P is constructed as shown in formula (2).

[0091] P={P1,P2,…,P n} (2),

[0092] In the formula, n refers to the number of vehicles in the train set multiplied by 4 (considering that each vehicle has 4 wheelsets), that is, the number of wheelsets in the train set.

[0093] S103-2: Construct the train set wheelset coordinate sequence corresponding to the full braking moment and the non-full braking moment.

[0094] Construct the train wheelset coordinate sequence corresponding to the full braking moment Tr, denoted as Pr, as shown in formula (3).

[0095] P r ={P r1 ,P r2 ,…,P rn} (3),

[0096] Where, P r Refers to the wheelset coordinate sequence of the train at the full braking moment Tr; P rn Refers to the coordinates of the nth wheelset of the vehicle at the full braking moment Tr.

[0097] Therefore, the coordinates of the i-th train wheelset at the full braking moment Tr can be defined as P ri .

[0098] Construct the train wheelset coordinate sequence corresponding to the non-full braking time Tc, denoted as Pc, as shown in formula (4).

[0099] P c ={P c1 ,P c2 ,…,P cn} (4),

[0100] Where, P c The coordinate sequence of the wheelset of the train group at the non-full braking moment Tc; P cn Refers to the coordinates of the nth wheelset of the vehicle group at the non-full braking moment Tc.

[0101] Therefore, the coordinates of the i-th vehicle wheelset at the non-full braking time Tc can be defined as P ci .

[0102] S103-3: Construct the coordinate relationship of the i-th vehicle group wheelset at the full braking moment and the non-full braking moment.

[0103] Based on the travel distance calculated in step S102, the coordinates P of the i-th train wheel set at the full braking moment Tr are constructed. ri and the coordinates P of the i-th vehicle wheelset at the non-full braking moment Tc ci The coordinate relationship of is shown in formula (5).

[0104] P ci =P ri +l (5),

[0105] Where, P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; P ri Refers to the coordinates of the i-th wheelset of the train set at the full braking moment Tr; l refers to the distance the train set travels when the reducer brakes the train set.

[0106] S104: Calculate the effective braking distance of the reducer on the i-th train set wheelset based on the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0107] When calculating the effective braking distance of the reducer on the i-th train set wheelset, it is necessary to base the calculation on P ri and P ci The position relationship relative to the reducer is discussed in different scenarios, specifically there are four scenarios.

[0108] Scenario 1: At time Tr, the wheelset of the train set has not reached the reducer entrance.

[0109] At Tr, when the train wheelset has not reached the reducer entrance, P ri ≤0 (it does not affect the calculation results at point O). At this time, the position P of the wheelset of the train at the reducer at time Tc is discussed separately.ci , details are as follows.

[0110] 1. If P ci ≤0, indicating that the front and rear vehicle groups have not yet reached the reducer after braking, and this situation is meaningless.

[0111] 2. If 0 <P ci ≤L J1 , indicating that after braking, the i-th train wheelset is within the effective braking range of the first reducer, and the effective braking distance of the reducer on the i-th train wheelset is P ci .

[0112] 3. If L J1 <P ci ≤L J1 +L J12 , indicating that after braking, the i-th train wheelset is between the first reducer and the second reducer, and the effective braking distance of the reducer on the i-th train wheelset is L J1 .

[0113] 4. If L J1 +L J12 <P ci ≤L J1 +L J12 +L J2 , indicating that after braking, the i-th train wheelset is within the effective braking range of the second reducer, and the effective braking distance of the reducer on the i-th train wheelset is P ci -L J12 .

[0114] 5. If L J1 +L J12 +L J2 <P ci , indicating that after braking, the effective braking distance of the reducer on the i-th train wheelset outside the second reducer is L J1 +L J2 .

[0115] In summary, when P ri When >0, the formula for the effective braking distance of the i-th vehicle wheelset is shown in formula (6).

[0116]

[0117] Where, L 效i Refers to the effective braking distance of the reducer on the i-th vehicle group wheelset; P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; L J1 Refers to the effective braking length of the first reducer, L J12 Refers to the effective braking length interval between the first reducer and the second reducer, LJ2 Refers to the effective braking length of the second reducer.

[0118] Scenario 2: At time Tr, the train wheelset is on the first reducer.

[0119] At Tr, when the train wheelset is on the first reducer, 0 <P ri ≤L J1 At this time, we will discuss the position P of the wheelset of the train at the reducer at time Tc. ci .

[0120] It should be noted that there is no P ci For the case of ≤0, only the following four cases are considered.

[0121] 1. If 0 <P ci ≤L J1 , indicating that after braking, the i-th train set wheelset is within the effective braking range of the first reducer, and the effective braking distance of the reducer on the i-th train set wheelset is P ci -P ri .

[0122] 2. If L J1 <P ci ≤L J1 +L J12 , indicating that after braking, the i-th train wheelset is between the first reducer and the second reducer, and the effective braking distance of the reducer on the i-th train wheelset is L J1 -P ri .

[0123] 3. If L J1 +L J12 <P ci ≤L J1 +L J12 +L J2 , indicating that after braking, the i-th train wheelset is within the effective braking range of the second reducer, and the effective braking distance of the reducer on the i-th train wheelset is P ci -L J12 -P ri .

[0124] 4. If L J1 +L J12 +L J2 <P ci , indicating that after braking, the effective braking distance of the reducer on the i-th train wheelset outside the second reducer is L J1 +L J2 -P ri .

[0125] In summary, when 0 <P ri ≤LJ1 When , the effective braking distance formula of the i-th vehicle group wheelset is shown in formula (7).

[0126]

[0127] Where, L 效i Refers to the effective braking distance of the reducer on the i-th vehicle group wheelset; P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; ri Refers to the coordinates of the i-th vehicle wheelset at the full braking moment Tr; L J1 Refers to the effective braking length of the first reducer, L J12 Refers to the effective braking length interval between the first reducer and the second reducer, L J2 Refers to the effective braking length of the second reducer.

[0128] Scenario 3: At time Tr, the train wheelset is between the first and second reducers.

[0129] At Tr, when the train wheelset is between the first and second reducers, L J1 <P ri ≤L J1 +L J12 At this time, we will discuss the position P of the wheelset of the train at the reducer at time Tc. ci .

[0130] It should be noted that there is no P ci ≤L J1 Only the following three cases are considered.

[0131] 1. If L J1 <P ci ≤L J1 +L J12 , indicating that after braking, the i-th train wheelset is between the first reducer and the second reducer, the reducer does not brake the i-th train wheelset, and the effective braking distance is 0.

[0132] 2. If L J1 +L J12 <P ci ≤L J1 +L J12 +L J2 , indicating that after braking, the i-th train wheelset is within the effective braking range of the second reducer, and the effective braking distance of the reducer on the i-th train wheelset is P ci -L J1 -L J12 .

[0133] 3. If L J1 +L J12 +LJ2 <P ci , indicating that after braking, the effective braking distance of the reducer on the i-th train wheelset outside the second reducer is L J2 .

[0134] In summary, when L J1 <P ri ≤L J1 +L J12 When , the effective braking distance formula of the i-th vehicle group wheelset is shown in formula (8).

[0135]

[0136]

[0137] Where, L 效i Refers to the effective braking distance of the reducer on the i-th vehicle group wheelset; P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; L J1 Refers to the effective braking length of the first reducer, L J12 Refers to the effective braking length interval between the first reducer and the second reducer, L J2 Refers to the effective braking length of the second reducer.

[0138] Scenario 4: At time Tr, the train wheelset is on the second reducer.

[0139] At Tr, when the train wheelset is on the second reducer, L J1 +L J12 <P ri ≤L J1 +L J12 +L J2 At this time, we will discuss the position P of the wheelset of the train at the reducer at time Tc. ci .

[0140] It should be noted that there is no P ci ≤L J1 +L J12 Only the following two cases are considered.

[0141] 1. If L J1 +L J12 <P ci ≤L J1 +L J12 +L J2 , indicating that after braking, the i-th train wheelset is within the effective braking range of the second reducer, and the effective braking distance of the reducer on the i-th train wheelset is P ci -P ri .

[0142] 2. If L J1 +L J12 +L J2 <P ci , indicating that after braking, the effective braking distance of the reducer on the i-th train wheelset outside the second reducer is L J1 +L J12 +L J2 -P ri .

[0143] In summary, when L J1 +L J12 <P ri ≤L J1 +L J12 +L J2 When , the effective braking distance formula of the i-th wheelset is shown in formula (9).

[0144]

[0145] Where, L 效i Refers to the effective braking distance of the reducer on the i-th vehicle group wheelset; P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; P ri Refers to the coordinates of the i-th vehicle wheelset at the full braking moment Tr; L J1 Refers to the effective braking length of the first reducer, L J12 Refers to the effective braking length interval between the first reducer and the second reducer, L J2 Refers to the effective braking length of the second reducer.

[0146] It should also be noted that it is meaningless to analyze the scenario where the train wheels are outside the reducer at the Tr moment, so this scenario is ignored.

[0147] Arranging equations (6), (7), (8), and (9), we can derive the effective system distance formula of the reducer to the i-th train wheelset, as shown in equation (10).

[0148]

[0149] Where, L 效i Refers to the effective braking distance of the reducer on the i-th train set wheelset; L J1 Refers to the effective braking length of the first reducer; L J12 Refers to the effective braking length interval between the first reducer and the second reducer; L J2 Refers to the effective braking length of the second reducer; ST(X) takes 0 or 1 according to the range of variable X, that is: P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; P riRefers to the coordinates of the i-th vehicle wheelset at the full braking moment Tr.

[0150] P ri and P ci The value range should be limited to P ri ≤L J1 +L J12 +L J2 , 0 <P ci , considering P ri >L J1 +L J12 +L J2 When L 效i =L J1 +L J2 -MAX(0,P ri )<0, so there is no need to limit P ri The value range of .

[0151] S105: Calculate the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset.

[0152] The effective braking distance of the reducer to the i-th train set wheelset obtained in step S104 is used to calculate the effective braking distance of the reducer to the train set, as shown in formula (11).

[0153]

[0154] Where, L 效 Refers to the effective braking distance of the reducer on the train set; L 效i Refers to the effective braking distance of the reducer on the i-th wheelset of the vehicle set.

[0155] The whole process also needs to be analyzed through big data statistics to determine the full braking time T of the reducer. QZ and total remission time T qH When T QZ and T QH When it is close to or higher than the theoretical action time, the hump control system will give an alarm.

[0156] In another embodiment, after the calculation of the vehicle braking distance is completed through the steps of the above embodiment, the above calculation results can also be used to calculate the vehicle braking energy. Figure 3 A schematic flow chart of a method for calculating vehicle braking energy provided by an embodiment of the present invention specifically includes:

[0157] S201: Using the hump control system to collect the speed reducer opening size in real time, and record the time when the speed reducer opening size reaches a specified state and the radar speed value.

[0158] The overall process is consistent with step S101, and the details are as follows.

[0159] When the hump control system detects that the reducer opening size has reached the full braking state, the moment is recorded as Tr, which is called the full braking moment; when the hump control system sends a relief command and detects that the reducer opening size has reached the non-full braking state, the moment is recorded as Tc, which is called the non-full braking moment.

[0160] In addition, when the train arrives at the axle counter sensor in front of the speed reducer, the radar speed value collected by the hump control system begins to be collected and recorded. When the train leaves the speed reducer, the collection stops. The collection time interval is 100 milliseconds. The radar speed values ​​corresponding to the full braking moment Tr and the non-full braking moment Tc are recorded as Vr and Vc, respectively.

[0161] The integral interval for calculating the effective braking section of the retarder is determined from the full braking moment Tr to the non-full braking moment Tc. The radar speed values ​​Vr and Vc are the entry speed at the start of the effective braking section of the retarder and the exit speed after full braking, respectively.

[0162] S202: Calculate the distance traveled by the train set when the reducer brakes the train set.

[0163] S203: Construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0164] S204: Calculate the effective braking distance of the reducer on the i-th train set wheelset based on the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0165] S205: Calculate the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset.

[0166] Steps S202-S205 are consistent with the implementation described in steps S102-S105, so they are not repeated here.

[0167] S206: Calculate the braking energy of the reducer based on the effective braking distance of the reducer on the train set.

[0168] First calculate the braking energy of the reducer on the train set. The calculation formula is shown in formula (12).

[0169]

[0170] Where H rc Refers to the braking energy of the reducer on the train group; Vr refers to the radar speed value corresponding to the full braking start time Tr; Vc refers to the radar speed value corresponding to the non-full braking time Tc; g refers to the acceleration of gravity; H p Refers to the height difference of the reducer test section line measured on site; Hzh It refers to the energy height converted from the resistance of the vehicle group being tested, and different empirical values ​​are taken according to the different weight levels of the vehicle group.

[0171] Then, the braking energy of the reducer is calculated based on the braking energy of the reducer on the train set. The calculation formula is shown in formula (13).

[0172]

[0173] Where H z Refers to the high braking energy of the reducer; H rc Refers to the high braking power of the reducer on the train set; L 效 Refers to the effective braking distance of the reducer on the train set; L J1 Refers to the effective braking length of the first reducer; L J2 Refers to the effective braking length of the second reducer; N c Refers to the number of vehicles.

[0174] In some embodiments, the entire process of this solution also involves statistically analyzing the changes in retarder braking energy for different weight classes through big data, and incorporating these values ​​into the speed control module to improve the speed control accuracy of the hump control system. During the shunting operation, if the calculated retarder braking energy falls below the theoretical value and the statistically analyzed value by a certain percentage, the hump control system will issue an alarm. This percentage is set by relevant technical personnel based on actual conditions.

[0175] The embodiment of the present invention also provides a vehicle effective braking distance calculation system, such as Figure 4 Shown, including:

[0176] The acquisition module 301 is used to use the hump control system to collect the speed reducer opening size in real time, record the time when the speed reducer opening size reaches a specified state and the radar speed value.

[0177] The travel distance calculation module 302 is used to calculate the travel distance of the train set when the reducer brakes the train set.

[0178] Construction module 303 is used to construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0179] The effective braking distance calculation module 304 of the i-th train set wheelset is used to calculate the effective braking distance of the reducer on the i-th train set wheelset according to the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0180] The vehicle group effective braking distance calculation module 305 is used to calculate the effective braking distance of the reducer on the vehicle group based on the effective braking distance of the reducer on the i-th vehicle group wheelset.

[0181] It should be noted here that the above-mentioned acquisition module 301, travel distance calculation module 302, construction module 303, i-th vehicle group wheelset effective braking distance calculation module 304 and vehicle group effective braking distance calculation module 305 respectively correspond to steps S101 to S105 in the embodiment of the vehicle effective braking distance calculation method. The embodiments and application scenarios implemented by the above-mentioned modules and corresponding steps are the same, but are not limited to the contents disclosed in the above-mentioned embodiments.

[0182] Figure 5 A vehicle braking energy calculation system provided in an embodiment of the present invention includes:

[0183] The acquisition module 301 is used to use the hump control system to collect the speed reducer opening size in real time, record the time when the speed reducer opening size reaches a specified state and the radar speed value.

[0184] The travel distance calculation module 302 is used to calculate the travel distance of the train set when the reducer brakes the train set.

[0185] Construction module 303 is used to construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0186] The effective braking distance calculation module 304 of the i-th train set wheelset is used to calculate the effective braking distance of the reducer on the i-th train set wheelset according to the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment.

[0187] The vehicle group effective braking distance calculation module 305 is used to calculate the effective braking distance of the reducer on the vehicle group based on the effective braking distance of the reducer on the i-th vehicle group wheelset.

[0188] The braking energy height calculation module 306 is used to calculate the braking energy height of the retarder based on the effective braking distance of the retarder on the vehicle group.

[0189] It should be noted here that the above-mentioned acquisition module 301, travel distance calculation module 302, construction module 303, i-th vehicle group wheelset effective braking distance calculation module 304, vehicle group effective braking distance calculation module 305 and braking energy high calculation module 306 respectively correspond to steps S201 to S206 in the embodiment of the vehicle braking energy high calculation method. The embodiments and application scenarios implemented by the above-mentioned modules and corresponding steps are the same, but are not limited to the contents disclosed in the above-mentioned embodiments.

[0190] An embodiment of the present invention further provides a computer-readable storage medium storing a program or instruction. When the program or instruction is executed on a computer, the computer executes the method for calculating the vehicle braking distance and braking energy as described in the above method embodiment.

[0191] like Figure 6 As shown, an embodiment of the present invention further provides an electronic device, including: a processor 401, the processor 401 is coupled to a memory 402, and the processor 401 is used to read and execute a computer program stored in the memory 402 to implement the vehicle effective braking distance and braking energy calculation method as described in the above method embodiment.

[0192] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating the effective braking distance of a vehicle, characterized in that: include: The hump control system is used to collect the reducer opening size in real time, and record the time when the reducer opening size reaches the specified state and the radar speed value; Calculate the distance traveled by the train set when the reducer brakes the train set; Constructing a trainset wheelset coordinate sequence, and at the same time, based on the distance traveled by the trainset when the reducer brakes the trainset, constructing the coordinate relationship of the i-th trainset wheelset at the full braking moment and the non-full braking moment; Calculate the effective braking distance of the reducer on the i-th train wheelset based on the coordinate relationship between the i-th train wheelset at the full braking moment and the non-full braking moment; The effective braking distance of the reducer on the train set is calculated based on the effective braking distance of the reducer on the i-th train set wheelset.

2. The method according to claim 1, characterized in that The specified state moments include: When the train set is on the speed reducer and the hump control system sends a braking command, this moment is recorded as T1; When the speed reducer opening size reaches the full braking state, the time is recorded as Tr, which is called the full braking time; When the hump control system sends the relief command, the time is recorded as T2; When the speed reducer opening size reaches the non-full braking state, the time is recorded as Tc, which is called the non-full braking time; When the reducer opening size reaches the fully relieved state, record this moment as T3.

3. The method according to claim 2, characterized in that The method of constructing a train set wheelset coordinate sequence and constructing a coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment based on the distance traveled by the train set when the reducer brakes the train set specifically includes: Construct the train set wheelset coordinate sequence; Construct the train set wheelset coordinate sequence corresponding to the full braking moment and the non-full braking moment; Construct the coordinate relationship of the i-th vehicle wheelset at the full braking moment and the non-full braking moment.

4. The method according to claim 3, characterized in that The calculation formula for the effective braking distance of the reducer on the i-th train set wheelset is: L 效i Refers to the effective braking distance of the reducer on the i-th train set wheelset; L J1 Refers to the effective braking length of the first reducer; L J12 Refers to the effective braking length interval between the first reducer and the second reducer; L J2 Refers to the effective braking length of the second reducer; ST(X) takes 0 or 1 according to the range of variable X; P ci Refers to the coordinates of the i-th vehicle wheelset at the non-full braking moment Tc; P ri Refers to the coordinates of the i-th vehicle wheelset at the full braking moment Tr.

5. The method according to claim 4, characterized in that The calculation formula for the effective braking distance of the reducer on the train set is: L 效 Refers to the effective braking distance of the reducer on the vehicle group.

6. A vehicle braking distance calculation system, characterized in that: The system comprises: The acquisition module is used to collect the reducer opening size in real time, record the time when the reducer opening size reaches different states and the radar speed value; The travel distance calculation module is used to calculate the travel distance of the train set when the reducer brakes the train set; A construction module is used to construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment; The effective braking distance calculation module of the i-th train set wheelset is used to calculate the effective braking distance of the reducer on the i-th train set wheelset according to the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment; The effective braking distance calculation module of the vehicle group is used to calculate the effective braking distance of the reducer on the vehicle group based on the effective braking distance of the reducer on the i-th vehicle group wheelset.

7. A method for calculating vehicle braking energy, characterized in that: include: The hump control system is used to collect the reducer opening size in real time, and record the time when the reducer opening size reaches the specified state and the radar speed value; Calculate the distance traveled by the train set when the reducer brakes the train set; Constructing a trainset wheelset coordinate sequence, and at the same time, based on the distance traveled by the trainset when the reducer brakes the trainset, constructing the coordinate relationship of the i-th trainset wheelset at the full braking moment and the non-full braking moment; Calculate the effective braking distance of the reducer on the i-th train wheelset based on the coordinate relationship between the i-th train wheelset at the full braking moment and the non-full braking moment; Calculate the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset; The braking energy of the reducer is calculated based on the effective braking distance of the reducer on the vehicle group.

8. The method according to claim 7, characterized in that Before calculating the braking energy of the reducer, the method further includes: Calculate the braking energy of the reducer on the train set. The calculation formula is: H rc Refers to the braking energy of the reducer on the train group; Vr refers to the radar speed value corresponding to the full braking moment Tr; Vc refers to the radar speed value corresponding to the non-full braking moment; g refers to the acceleration of gravity; H p Refers to the height difference of the reducer test section line measured on site; H zh Refers to the energy height converted from the resistance of the vehicle being tested.

9. The method according to claim 8, characterized in that The calculation formula of the braking energy of the reducer is: H z Refers to the high braking energy of the reducer; L 效 Refers to the effective braking distance of the reducer on the train set; L J1 Refers to the effective braking length of the first reducer; L J2 Refers to the effective braking length of the second reducer; N c Refers to the number of vehicles.

10. A vehicle braking energy calculation system, characterized in that: The system comprises: The acquisition module is used to collect the reducer opening size in real time, record the time when the reducer opening size reaches different states and the radar speed value; The travel distance calculation module is used to calculate the travel distance of the train set when the reducer brakes the train set; A construction module is used to construct a train set wheelset coordinate sequence, and at the same time, based on the distance traveled by the train set when the reducer brakes the train set, construct the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment; The effective braking distance calculation module of the i-th train set wheelset is used to calculate the effective braking distance of the reducer on the i-th train set wheelset according to the coordinate relationship of the i-th train set wheelset at the full braking moment and the non-full braking moment; A train set effective braking distance calculation module is used to calculate the effective braking distance of the reducer on the train set based on the effective braking distance of the reducer on the i-th train set wheelset; The braking energy height calculation module is used to calculate the braking energy height of the reducer based on the effective braking distance of the reducer on the vehicle group.

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