Anti-skid control method and system for subway train

Abstract

The invention discloses an anti-slip control method and system for a subway train, and the method comprises the steps: triggering an anti-slip instruction of the train if a scene where the train is located is a slip environment scene, and triggering a corresponding anti-slip function according to the anti-slip instruction of the train; in the anti-skid function of the train, the state of the train is detected in real time, the corresponding anti-skid logic is matched based on different states, dynamic adjustment of the anti-skid logic is triggered based on changes of the state of the train, the corresponding anti-skid logic is triggered based on the state of the train, and upgrading is conducted based on previous acceleration parameters. Acceleration is carried out according to the upgraded acceleration parameters, and meanwhile, the current speed of the train in the slipping state is collected; and if the current speed of the train in the slipping state is lower than the preset speed threshold value, upgrading is carried out again based on the upgraded acceleration parameter until the train is regulated from the slipping state to the non-slipping state, and the accuracy of anti-slipping control of the train in different states is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of subway trains, and in particular to an anti-skid control method and system for subway trains. Background Art

[0002] With the development of science and technology, subway trains are used in people's lives as a type of train. Trains are used in various scenarios and anti-skid treatment is performed for various scenarios. At this time, when the train is accelerating or decelerating, when the error between the train wheel speed and the actual train speed reaches a certain level, the train automatic control system determines that the train is slipping. In the prior art, the train only directly prevents slipping by stopping, and is not compatible with other train states, and cannot guarantee the accuracy of the anti-skid control of the train in different states. Summary of the invention

[0003] The purpose of the present invention is to overcome the deficiencies of the prior art. The present invention provides an anti-skid control method and system for a subway train, which collects the surrounding environment parameters of the train, defines the scene in which the train is located according to the surrounding environment parameters of the train, and controls the scene in which the train is located. At this time, if the scene in which the train is located is a slipping environment scene, the anti-skid instruction of the train is triggered, and the corresponding anti-skid function is triggered according to the anti-skid instruction of the train; in the anti-skid function of the train, the state of the train is detected in real time, the corresponding anti-skid logic is matched based on different states, and the dynamic adjustment of the anti-skid logic is triggered based on the change of the state of the train, so as to ensure the accuracy of the anti-skid control of the train in different states and be compatible with the use of various states. Therefore, the corresponding anti-skid logic is triggered based on the state of the train, and the acceleration parameter is upgraded based on the previous acceleration parameter, and the speed is increased with the upgraded acceleration parameter. At the same time, the current speed of the train in the slipping state is collected; if the current speed of the train in the slipping state is lower than the preset speed threshold, it is upgraded again based on the upgraded acceleration parameter until the train is adjusted from the slipping state to the non-slipping state, so as to ensure the accuracy of the anti-skid control of the train in different states.

[0004] In order to solve the above technical problems, an embodiment of the present invention provides an anti-skid control method for a subway train, which is applied to the anti-skid control scenario of a subway train;

[0005] The anti-skid control method and system method of the subway train include:

[0006] Collect the surrounding environment parameters of the train and define the scene where the train is located according to the surrounding environment parameters of the train;

[0007] If the scene where the train is located is a slippery environment scene, the anti-skid instruction of the train is triggered, and the corresponding anti-skid function is triggered according to the anti-skid instruction of the train;

[0008] In the anti-skid function of the train, the status of the train is detected in real time;

[0009] The corresponding anti-skid logic is triggered based on the train status, and the acceleration parameters are upgraded based on the previous ones. The speed is increased with the upgraded acceleration parameters. At the same time, the current speed of the train in the skidding state is collected.

[0010] If the current speed of the train in the slipping state is lower than the preset speed threshold, it will be upgraded again based on the upgraded acceleration parameters until the train is regulated from the slipping state to the non-slipping state.

[0011] Optionally, collecting the surrounding environment parameters of the train and defining the scene in which the train is located according to the surrounding environment parameters of the train includes:

[0012] Freeze the running status of the train;

[0013] When the train is in motion, the surrounding environment parameters of the train are dynamically collected;

[0014] Correlate multiple surrounding environment parameters;

[0015] Defining a plurality of surrounding environment characteristics based on the train and a plurality of surrounding environment parameters;

[0016] The scene in which the train is located is defined based on multiple surrounding environment characteristics.

[0017] Optionally, if the scene in which the train is located is a slipping environment scene, triggering an anti-skid instruction of the train, and triggering a corresponding anti-skid function according to the anti-skid instruction of the train, includes:

[0018] Freeze the scene where the train is located;

[0019] If the scene where the train is located is a slippery environment scene, the anti-skid instruction of the train is triggered;

[0020] Collect anti-skid instructions of trains;

[0021] Parse the anti-skid instructions of the train to output the corresponding anti-skid information;

[0022] The corresponding anti-skid parameter is determined according to the anti-skid information, and the corresponding anti-skid function is matched according to the plurality of anti-skid parameters to trigger the corresponding anti-skid function.

[0023] Optionally, in the anti-skid function of the train, real-time detection of the state of the train includes:

[0024] In the anti-skid function of the train, the train performs anti-skid actions during the movement;

[0025] Real-time detection of train status; the train status includes traction status, section braking status or stop braking status;

[0026] Associate anti-skid actions based on the train's status and output the anti-skid logic for the train's status.

[0027] Optionally, trigger the corresponding anti-skid logic based on the train's status, upgrade it based on previous acceleration parameters, and increase the speed with the upgraded acceleration parameters. At the same time, collect the current speed of the train in the skidding state, including:

[0028] When the train's status is in the traction state, output the anti-skid logic corresponding to the traction state;

[0029] If the train is still skidding, upgrade it based on previous acceleration parameters and increase the speed with the upgraded acceleration parameters. At this time, it will continue to increase the speed by k times the current acceleration, where 0 < k < 1, and at this time the acceleration a2 = k * a1; after a fixed time Δt, if the skidding disappears, the train will travel at the current acceleration a2.

[0030] Optionally, if the current speed of the train in the skidding state is lower than the preset speed threshold, upgrade it again based on the upgraded acceleration parameters until the train is adjusted from the skidding state to the non-skidding state, including:

[0031] If the train's skidding is not eliminated, the train is still in the skidding state;

[0032] If the current speed of the train in the skidding state is lower than the current speed of the train in the skidding state, it means that the current acceleration a2 will still cause the train to skid;

[0033] The train upgrades again by k times the current acceleration, and at this time the acceleration a3 = k * a2; after a fixed time Δt, if the skidding disappears, control the train at the current acceleration a3. If the skidding is not eliminated and the train speed does not reach the preset speed threshold, repeat the above steps, continue to reduce the acceleration and examine the skidding state after a fixed time Δt until the train speed is increased to the preset speed threshold.

[0034] Optionally, the anti-skid control method of the subway train further includes:

[0035] When the train's status is in the braking state, output the interval anti-skid logic corresponding to the braking state;

[0036] In the case of activating the anti-slip mode, the train automatic control system will adjust the speed reference curve. Assuming that the distance of the train to the target speed is S at this time, the method of adjusting the reference curve is as follows: increase the target speed curve V1 by a distance of d*S in the direction of the train (where 0 < d < 1, generally taking 0.25 or 0.50 in practice) to replace the original speed curve V2, that is, the speed reference curve of the distance S1 (S1 = d*S) adjusted during anti-slip in the figure. After adjustment, the braking speed curve of the train decelerating from speed V1 to V2 at a fixed braking rate a1 is the braking speed curve brk2 with anti-slip in the figure.

[0037] If the train is still slipping, the train will first change its speed according to the preset braking speed curve brk2, and decrease from speed V1 to the preset speed threshold at a fixed braking rate a1; after the train has traveled a distance of t*S1, if the train has not slipped during this process, increase the new speed curve by t*S1 in the direction of the train's operation, and at the same time, from the perspective of the train's running direction, ensure that the target speed point of the new speed curve is behind the original target speed point, then the train brakes at a fixed braking rate a2;

[0038]

[0039] where, V current is the current speed of the train, V target is the target speed, (1 - d)*S is the distance of the train to the target speed point, and S target represents the distance of the current train to the original target speed point;

[0040] If the train travels another distance of t*S1 and still does not detect that the train is slipping, repeat the previous steps, that is, continue to adjust the curve in the above manner and brake with the new braking rate until the train decelerates to the target speed V1 or slips;

[0041] If it is detected that the train is slipping, restore the new train curve to the original speed curve. Before the train decelerates to the target speed V1, the train will brake at a slip :

[0042]

[0043] where, V current is the current speed of the train, V target is the target speed, and S target is the distance of the train to the target speed point after the speed curve is restored, that is, the distance of the train to the original target speed point.

[0044] Optionally, the anti-slip control method of the subway train further includes:

[0045] When the train is in the braking state, output the braking stop anti-skid logic corresponding to the braking state;

[0046] To prevent the train from speeding, during the braking stop process of the train, the speed cannot be higher than the safety braking curve; considering that the train must be controllable during operation, it is necessary to set the maximum braking rate a when the train stops at a station max , calculate the maximum braking rate a from the stop point S1 max of the speed curve brk1. When the train speed is higher than this curve, it must run according to the brk1 braking curve; from the above analysis, it can be seen that the train speed cannot be higher than the above two constraint curves; if V const = min{SBM, brk1}, then at any time, the train speed should be less than V const ;

[0047] To stop precisely, it is set that when the train is at a position s0 away from the stop point, the stop point stp must be used as the final stop position. Then when the train travels to the s0 position, whether it slips or not, the train should decelerate and stop according to the fixed braking rate a s0 :

[0048]

[0049] where V s0 represents the speed of the train at the S0 position, and S s0 represents the distance from the train at the S0 position to the stop point stp.

[0050] Optionally, the anti-skid control method of the subway train further includes:

[0051] When the train enters the station and stops, assuming that the distance from the train to the original stop point stp at this time is S, adjust the stop point according to the following method: increase the distance S1 = d * S in the direction of the train to replace the original stop point stp, that is, the stop point becomes stp1 in the figure;

[0052] After adjustment, the train brakes and stops according to the normal fixed braking rate a1; when the train travels a distance of t * S1 (0 < t < 1, generally t takes 0.1), if the train does not slip during this process, increase the stop point stp1 in the direction of the train's movement by t * S1, and at the same time, from the perspective of the train's movement direction, ensure that the new stop point stp2 does not exceed the original stop point stp; at this time, the train brakes according to a2:

[0053]

[0054] where V current is the current speed of the train, (1 - d) * S is the distance from the train to the stop point stp2, and S stp represents the distance from the train to the original stop point stp;

[0055] If the train does not detect wheel slip after traveling another t*S1 distance (0 < t < 1, generally t is taken as 0.1), continue the above steps until the train stops at the parking point stp or wheel slip is detected; if wheel slip is detected, restore the new parking point to the original parking point stp, and the train brakes according to a slip braking until the train stops at the parking point stp:

[0056]

[0057] wherein, V current is the current speed of the train, and S1 is the distance from the train to the original parking point stp;

[0058] During the above driving process, if the distance from the train to the original parking point stp is equal to S s0 , update the parking point to the original parking point stp, and brake to stop according to the fixed braking rate a s0 ; if the speed of the train is greater than V const , then the train decelerates and brakes to stop at the original parking point stp according to V const .

[0059] In addition, the embodiment of the present invention also provides an anti-slip control method and system for a subway train. The anti-slip control method and system for the subway train include:

[0060] An acquisition module, configured to acquire the surrounding environment parameters of the train and define the scene where the train is located according to the surrounding environment parameters of the train;

[0061] An anti-slip function module, configured to trigger an anti-slip instruction of the train if the scene where the train is located is a slip environment scene, and trigger a corresponding anti-slip function according to the anti-slip instruction of the train;

[0062] A status module, configured to detect the status of the train in real time during the anti-slip function of the train;

[0063] A speed-up module, configured to trigger a corresponding anti-slip logic based on the status of the train, upgrade based on the previous acceleration parameter, and accelerate at the upgraded acceleration parameter. At the same time, acquire the current speed of the train in the slip state;

[0064] A regulation status module, configured to upgrade again based on the upgraded acceleration parameter if the current speed of the train in the slip state is lower than a preset speed threshold until the train is regulated from the slip state to a non-slip state.

[0065] In an embodiment of the present invention, the method in the embodiment of the present invention is used to collect the surrounding environment parameters of the train, and the scene in which the train is located is defined according to the surrounding environment parameters of the train, and the scene in which the train is located is controlled. At this time, if the scene in which the train is located is a slipping environment scene, the anti-skid instruction of the train is triggered, and the corresponding anti-skid function is triggered according to the anti-skid instruction of the train; in the anti-skid function of the train, the state of the train is detected in real time, the corresponding anti-skid logic is matched based on different states, and the dynamic adjustment of the anti-skid logic is triggered based on the change of the state of the train, so as to ensure the accuracy of the anti-skid control of the train in different states and be compatible with the use of various states. Therefore, the corresponding anti-skid logic is triggered based on the state of the train, and the acceleration parameters are upgraded based on the previous acceleration parameters, and the speed is increased with the upgraded acceleration parameters. At the same time, the current speed of the train in the slipping state is collected; if the current speed of the train in the slipping state is lower than the preset speed threshold, it is upgraded again based on the upgraded acceleration parameters until the train is adjusted from the slipping state to the non-slipping state, so as to ensure the accuracy of the anti-skid control of the train in different states. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0067] Figure 1 It is a flowchart of the anti-skid control method and system method of a subway train in an embodiment of the present invention;

[0068] Figure 2 is a flowchart of S11 in the anti-skid control method and system method of a subway train in an embodiment of the present invention;

[0069] Figure 3 is a flowchart of S12 in the anti-skid control method and system method of a subway train in an embodiment of the present invention;

[0070] Figure 4 is a flowchart of S13 in the anti-skid control method and system method of a subway train in an embodiment of the present invention;

[0071] Figure 5 is a flowchart of S14 in the anti-skid control method and system method of a subway train in an embodiment of the present invention;

[0072] Figure 6 is a flowchart of S15 in the anti-skid control method and system method of a subway train in an embodiment of the present invention;

[0073] Figure 7 It is a schematic diagram of anti-skid control method for subway trains and anti-skid system method for trains in traction state in an embodiment of the present invention;

[0074] Figure 8 It is a schematic diagram of anti-skid control method for subway train and anti-skid section of train in braking state in system method in an embodiment of the present invention;

[0075] Fig. 9 It is a schematic diagram of anti-skid control method for subway train and anti-skid control system method for train stopping at a station under braking state in an embodiment of the present invention;

[0076] Fig.10 1 is a schematic diagram of the structure of the anti-skid control method and system for a subway train in an embodiment of the present invention;

[0077] Fig.11 The figure is a hardware diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0078] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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 creative work are within the scope of protection of the present invention.

[0079] Example

[0080] See also Figures 1 to 11 , an anti-skid control method for a subway train, applied to an anti-skid control scenario for a subway train; the anti-skid control method for a subway train comprises:

[0081] Step S11: collecting the surrounding environment parameters of the train, and defining the scene where the train is located according to the surrounding environment parameters of the train;

[0082] Step S12: If the scene where the train is located is a slipping environment scene, triggering the anti-skid instruction of the train, and triggering the corresponding anti-skid function according to the anti-skid instruction of the train;

[0083] Step S13: In the anti-skid function of the train, real-time detection of the state of the train;

[0084] Step S14: triggering corresponding anti-skid logic based on the state of the train, upgrading based on previous acceleration parameters, and increasing the speed with the upgraded acceleration parameters, and at the same time, collecting the current speed of the train in the skidding state;

[0085] Step S15: If the current speed of the train in the slipping state is lower than the preset speed threshold, the acceleration parameter is upgraded again based on the upgraded acceleration parameter until the train is adjusted from the slipping state to the non-slipping state.

[0086] In an embodiment of the present invention, the method in the embodiment of the present invention is used to collect the surrounding environment parameters of the train, and the scene in which the train is located is defined according to the surrounding environment parameters of the train, and the scene in which the train is located is controlled. At this time, if the scene in which the train is located is a slipping environment scene, the anti-skid instruction of the train is triggered, and the corresponding anti-skid function is triggered according to the anti-skid instruction of the train; in the anti-skid function of the train, the state of the train is detected in real time, the corresponding anti-skid logic is matched based on different states, and the dynamic adjustment of the anti-skid logic is triggered based on the change of the state of the train, so as to ensure the accuracy of the anti-skid control of the train in different states and be compatible with the use of various states. Therefore, the corresponding anti-skid logic is triggered based on the state of the train, and the acceleration parameters are upgraded based on the previous acceleration parameters, and the speed is increased with the upgraded acceleration parameters. At the same time, the current speed of the train in the slipping state is collected; if the current speed of the train in the slipping state is lower than the preset speed threshold, it is upgraded again based on the upgraded acceleration parameters until the train is adjusted from the slipping state to the non-slipping state, so as to ensure the accuracy of the anti-skid control of the train in different states.

[0087] In step S11, the surrounding environment parameters of the train are collected, and the scene in which the train is located is defined according to the surrounding environment parameters of the train;

[0088] In the specific implementation process of the present invention, the specific steps may be:

[0089] S111: freeze the running status of the train;

[0090] S112: While the train is in motion, dynamically collecting parameters of the surrounding environment of the train;

[0091] S113: Associating multiple surrounding environment parameters;

[0092] S114: defining a plurality of surrounding environment features based on the train and a plurality of surrounding environment parameters;

[0093] S115: Define the scene where the train is located according to multiple surrounding environment features.

[0094] In an embodiment of the present application, the running state of the train is frozen and the running state of the train is controlled so as to facilitate real-time monitoring of the running process of the train. At this time, while the train is running, the surrounding environmental parameters of the train are dynamically collected so as to trigger synchronous collection of the train's running, thereby introducing the surrounding environmental parameters of the train, realizing real-time updating of the surrounding environmental parameters of the train, and further controlling the environment of the train during its running.

[0095] Therefore, multiple surrounding environment parameters are associated; multiple surrounding environment features are defined based on the train and the multiple surrounding environment parameters, so as to facilitate multi-dimensional control based on the train and the multiple surrounding environment parameters, thereby defining the scene in which the train is located according to the multiple surrounding environment features, and then freezing the scene in which the train is located, realizing the control of the scene in which the train is located, and ensuring the accuracy of the scene in which the train is located.

[0096] In step S12, if the scene where the train is located is a slipping environment scene, the anti-skid instruction of the train is triggered, and the corresponding anti-skid function is triggered according to the anti-skid instruction of the train;

[0097] In the specific implementation process of the present invention, the specific steps may be:

[0098] S121: Freeze the scene where the train is located;

[0099] S122: If the scene where the train is located is a slipping environment scene, triggering an anti-skid instruction of the train;

[0100] S123: collecting anti-skid instructions of the train;

[0101] S124: parsing the anti-skid instruction of the train to output corresponding anti-skid information;

[0102] S125: Determine corresponding anti-skid parameters according to the anti-skid information, and match corresponding anti-skid functions according to the plurality of anti-skid parameters to trigger the corresponding anti-skid functions.

[0103] In an embodiment of the present application, the scene in which the train is located is frozen, and the scene in which the train is located is further controlled. At this time, the scene in which the train is located is a slippery environment scene and a non-slippery environment scene. The slippery environment scene is further controlled and the anti-slip function of the train in the slippery environment scene is triggered.

[0104] Therefore, if the scene in which the train is located is a slippery environment scene, the anti-skid instruction of the train is triggered; the anti-skid instruction of the train is collected; the anti-skid instruction of the train is parsed to output corresponding anti-skid information, thereby introducing anti-skid information, so as to further control the anti-skid information, and then determine the corresponding anti-skid parameters according to the anti-skid information, so as to clarify multiple anti-skid parameters, further process the multiple anti-skid parameters, so as to match the corresponding anti-skid functions according to the multiple anti-skid parameters, so as to trigger the corresponding anti-skid functions, thereby ensuring the anti-skid control of the train in the slippery environment scene.

[0105] In step S13, in the anti-skid function of the train, the state of the train is detected in real time;

[0106] In the specific implementation process of the present invention, the specific steps may be:

[0107] S131: In the anti-skid function of the train, the train performs anti-skid actions during driving.

[0108] S132: Detect the state of the train in real time; the state of the train includes the traction state, the interval braking state, or the stop braking state.

[0109] S133: Correlate the anti-skid actions based on the state of the train and output the anti-skid logic for the state of the train.

[0110] In the embodiments of the present application, in the anti-skid function of the train, the train performs anti-skid actions during driving, so as to introduce anti-skid actions, which can be used as deceleration or acceleration, as well as corresponding auxiliary anti-skid measures.

[0111] At this time, detect the state of the train in real time; the state of the train includes the traction state, the interval braking state, or the stop braking state, so as to perform anti-skid in multiple stages for the traction state, the interval braking state, or the stop braking state, thereby correlating the anti-skid actions based on the state of the train and outputting the anti-skid logic for the state of the train, thus forming the anti-skid logic corresponding to the state of the train, ensuring the anti-skid control of the traction state, the interval braking state, or the stop braking state.

[0112] S14: Trigger the corresponding anti-skid logic based on the state of the train, upgrade based on the previous acceleration parameters, and increase the speed with the upgraded acceleration parameters. At the same time, collect the current speed of the train in the skidding state.

[0113] In the specific implementation process of the present invention, the specific steps may be:

[0114] S141: When the state of the train is the traction state, output the anti-skid logic corresponding to the traction state.

[0115] S142: If the train is still skidding, upgrade based on the previous acceleration parameters and increase the speed with the upgraded acceleration parameters. At this time, the speed will continue to increase by k times the current acceleration, where 0 < k < 1, and at this time the acceleration a2 = k * a1; after a fixed time Δt, if the skidding disappears, the train will continue to drive at the current acceleration a2.

[0116] In the embodiments of the present application, when the state of the train is the traction state, output the anti-skid logic corresponding to the traction state, and perform anti-skid control for the traction state, so as to introduce the anti-skid logic corresponding to the traction state, and the train performs anti-skid operations along the anti-skid logic corresponding to the traction state.

[0117] Therefore, if the train is still skidding, upgrade based on the previous acceleration parameters and increase the speed with the upgraded acceleration parameters. At this time, the speed will continue to increase by k times the current acceleration, where 0 < k < 1, and the acceleration a2 = k * a1 at this time. After a fixed time Δt, if the skidding disappears, the train will travel at the current acceleration a2.

[0118] S15: If the current speed of the train in the skidding state is lower than the preset speed threshold, upgrade again based on the upgraded acceleration parameters until the train is adjusted from the skidding state to the non-skidding state.

[0119] In the specific implementation process of the present invention, the specific steps can be as follows:

[0120] S151: If the skidding of the train is not eliminated, the train is still in the skidding state.

[0121] S152: If the current speed of the train in the skidding state is lower than the current speed of the train in the skidding state, it means that the current acceleration a2 will still cause the train to skid.

[0122] S153: The train upgrades again by k times the current acceleration. At this time, the acceleration a3 = k * a2. After a fixed time Δt, if the skidding disappears, control the train with the current acceleration a3. If the skidding is not eliminated and the train speed does not reach the preset speed threshold, continue to repeat the above steps, continue to reduce the acceleration and check the skidding state after a fixed time Δt until the train speed is increased to the preset speed threshold.

[0123] In the embodiments of the present application, the corresponding anti-skid logic is matched based on different states, and the dynamic adjustment of the anti-skid logic is triggered based on the change of the train state, so as to ensure the accuracy of the anti-skid control of the train in different states and be compatible with the use of each state. Therefore, the corresponding anti-skid logic is triggered based on the train state, upgraded based on the previous acceleration parameters, and the speed is increased with the upgraded acceleration parameters. At the same time, the current speed of the train in the skidding state is collected. If the current speed of the train in the skidding state is lower than the preset speed threshold, upgrade again based on the upgraded acceleration parameters until the train is adjusted from the skidding state to the non-skidding state, ensuring the accuracy of the anti-skid control of the train in different states.

[0124] At this time, if the train slip has not been eliminated, the train is still in the slip state, and further anti-slip treatment is carried out on the train. Therefore, if the current speed of the train in the slip state is lower than the current speed of the train in the slip state, it means that the current acceleration a2 will still cause the train to slip; the train is upgraded again by k times of the current acceleration, and at this time the acceleration a3 = k * a2; after a fixed time Δt, if the slip disappears, the current acceleration a3 is used to control the train. If the slip has not been eliminated and the train speed has not reached the preset speed threshold, the above steps are repeated, the acceleration is continuously reduced, and the slip state is examined after a fixed time Δt until the train speed is increased to the preset speed threshold.

[0125] In addition, the anti-slip control method of the subway train further includes:

[0126] When the state of the train is the braking state, the interval anti-slip logic corresponding to the braking state is output;

[0127] In the anti-slip mode, the train automatic control system will adjust the speed reference curve. Suppose the distance from the train to the target speed is S at this time. The method of adjusting the reference curve is: increase the target speed curve V1 by a distance d*S in the direction of the train (where 0 < d < 1, generally taking 0.25 or 0.50 in practice), and use it to replace the original speed curve V2, that is, the speed reference curve of the distance S1 (S1 = d*S) adjusted during anti-slip in the figure. After adjustment, the braking speed curve of the train decelerating from speed V1 to V2 at a fixed braking rate a1 is the braking speed curve brk2 with anti-slip in the figure.

[0128] If the train is still in a slip state, the train first changes its speed according to the preset braking speed curve brk2, and decreases from speed V1 to the preset speed threshold at a fixed braking rate a1; after the train has traveled a distance of t*S1, if the train has not slipped during this process, the new speed curve is increased by t*S1 in the direction of the train's operation, and at the same time, looking from the direction of the train's operation, ensure that the target speed point of the new speed curve is behind the original target speed point, then the train brakes at a fixed braking rate a2;

[0129]

[0130] where V current is the current speed of the train, V target is the target speed, (1 - d)*S is the distance from the train to the target speed point, and S target represents the distance from the current train to the original target speed point;

[0131] If the train still does not slip after traveling the distance t*S1 again, repeat the previous steps, i.e. continue to adjust the curve in the above manner and brake with a new braking rate until the train decelerates to the target speed V1 or slip occurs;

[0132] If the train is detected to be slipping, the new train curve will be restored to the original speed curve. Before the train decelerates to the target speed V1, the train will follow a slip brake:

[0133]

[0134] Among them, V current is the current speed of the train, V target is the target speed, S target It is the distance from the train to the target speed point after the speed curve is restored, that is, the distance from the train to the original target speed point.

[0135] Also, when the train is in a braking state, the braking stop anti-skid logic corresponding to the braking state is output;

[0136] In order to prevent the train from overspeeding, the speed of the train cannot be higher than the safe braking curve during the braking stop process; considering that the train must be controllable during operation, it is necessary to set the maximum braking rate a when the train stops. max , calculate the maximum braking rate a from the parking point S1 max The speed curve brk1, when the train speed is higher than this curve, it must run with the brk1 braking curve; From the above analysis, it can be seen that the train speed cannot be higher than the above two constraint curves; if V const =min{SBM,brk1}, then the train speed should be less than V at any time. const ;

[0137] In order to stop accurately, when the train is at the stop point s0, the stop point stp must be used as the final stop position. When the train reaches the stop point s0, regardless of whether it slips or not, the train should brake at a fixed rate a. s0 Slow down and stop:

[0138]

[0139] Among them, V s0 represents the speed of the train at position S0, S s0 Indicates the distance from the train to the stopping point stp when the train is at position S0.

[0140] When the train is in a braking state, the braking stop anti-skid logic corresponding to the braking state is output;

[0141] To prevent the train from speeding, during the braking and stopping process of the train, the speed cannot be higher than the safety braking curve; considering that the train must be controllable during operation, it is necessary to set the maximum braking rate a when the train stops. max Calculate the speed curve brk1 of the maximum braking rate a from the stopping point S1. When the train speed is higher than this curve, it must run according to the brk1 braking curve; from the above analysis, it can be seen that the train speed cannot be higher than the above two constraint curves; if V max = min{SBM, brk1}, then at any time, the train speed should be less than V const ; const ;

[0142] To stop precisely, it is set that when the train is at a position s0 away from the stopping point, the stopping point stp must be used as the final stopping position. Then when the train travels to the s0 position, whether it slips or not, the train should decelerate and stop according to the fixed braking rate a s0 :

[0143]

[0144] Among them, V s0 represents the speed of the train at the S0 position, and S s0 represents the distance from the train at the S0 position to the stopping point stp.

[0145] Specifically:

[0146] A. The anti-skid method of the train in the traction state is as follows:

[0147] Refer to Figure 7 , the train runs at the acceleration a1 in the normal operation mode;

[0148] When it is detected that skidding occurs, the acceleration is reduced to k times the current acceleration (0 < k < 1, generally k takes 0.75 or 0.5), that is, a2 = k * a1;

[0149] After a fixed time Δt, if the train is still skidding, jump to step 2); if the skidding disappears, continue to accelerate at this acceleration. If skidding occurs again during this process and the speed is less than the target speed, jump to step 2).

[0150] When the train speed reaches the target speed, the algorithm ends.

[0151] B. The steps of the anti-skid method for the train in the braking state in the section are as follows:

[0152] Refer to Figure 8, when the target speed decreases and is not zero, assuming the distance from the train to the target speed at this time is S, the speed curve is adjusted as follows: increase the target speed curve towards the train by d*S (where 0 < d < 1, generally d is taken as 0.25 or 0.5) to replace the original speed curve;

[0153] The train brakes at a fixed braking rate a1 according to the new speed curve, that is, the current reference speed V ref is:

[0154]

[0155] where V target is the target speed, and (1 - d)*S is the distance from the train to the target speed point;

[0156] When the train travels a distance of t*S1 (0 < t < 1, generally t is taken as 0.1), if the train does not slip during this process, increase the new speed curve towards the running direction of the train by t*S1, and at the same time, from the perspective of the train running direction, ensure that the target speed point of the new speed curve is behind the original target speed point. At this time, the train brakes at a fixed braking rate a2:

[0157]

[0158] where V current is the current speed of the train, V target is the target speed, (1 - d)*S is the distance from the train to the target speed point, and S target represents the distance from the current train to the original target speed point;

[0159] If the train does not detect slipping after traveling a distance of t*S1 again (0 < t < 1, generally t is taken as 0.1), continue with step 3);

[0160] If slipping of the train is detected, restore the new train curve to the original speed curve, and the train brakes according to a slip :

[0161]

[0162] where V current is the current speed of the train, V target is the target speed, and S target is the distance from the train to the target speed point after the speed curve is restored, that is, the distance from the train to the original target speed point;

[0163] When the train speed reaches the target speed, the algorithm ends.

[0164] C. The method for the train to stop and prevent slipping in the braking state is as follows:

[0165] Reference Fig. 9 When the target speed is 0, calculate the SBM curve based on the safe stopping point vsp and the safe braking model respectively, and calculate brk1 according to the maximum braking rate a when the train stops at the station. Calculate the minimum value V of the two braking curves max const = min{SBM, brk1};

[0166] Assume the distance from the train to the original stopping point stp is S. Adjust the stopping point as follows: Increase the original stopping point towards the train by S1 = d * S (where 0 < d < 1, generally d is taken as 0.25 or 0.5), replace the original stopping point stp with the new stopping point stp1, and the train brakes to a stop according to the normal fixed braking rate a1;

[0167] When the train travels a distance of t * S1 (0 < t < 1, generally t is taken as 0.1), if the train does not slip during this process, increase the stopping point stp1 towards the running direction of the train by t * S1, and stp2 will be used as the new stopping point. At the same time, from the perspective of the train running direction, it is necessary to ensure that the new stopping point stp2 does not exceed the original stopping point stp. At this time, the train brakes according to a2:

[0168]

[0169] where V current is the current speed of the train, (1 - d) * S is the distance from the train to the stopping point stp2, and S stp represents the distance from the train to the original stopping point stp.

[0170] If the train does not detect slipping after traveling another distance of t * S1 (0 < t < 1, generally t is taken as 0.1), continue with step 3) until the train stops at the stopping point stp or slipping is detected;

[0171] If slipping of the train is detected, restore the new stopping point to the original stopping point stp, and the train brakes according to a slip until the train stops at the stopping point stp:

[0172]

[0173] where V current is the current speed of the train, and S1 is the distance from the train to the original stopping point stp.

[0174] During the above driving process, if the distance from the train to the original stopping point stp is equal to S s0 update the stopping point to the original stopping point stp and brake to a stop according to the fixed braking rate a s0 . If the speed of the train is greater than V const , then the train brakes according to V const ​Slow down and brake to stop.

[0175] The train stops at the stopping point stp and the algorithm ends.

[0176] In an embodiment of the present invention, the method in the embodiment of the present invention is used to collect the surrounding environment parameters of the train, and the scene in which the train is located is defined according to the surrounding environment parameters of the train, and the scene in which the train is located is controlled. At this time, if the scene in which the train is located is a slipping environment scene, the anti-skid instruction of the train is triggered, and the corresponding anti-skid function is triggered according to the anti-skid instruction of the train; in the anti-skid function of the train, the state of the train is detected in real time, the corresponding anti-skid logic is matched based on different states, and the dynamic adjustment of the anti-skid logic is triggered based on the change of the state of the train, so as to ensure the accuracy of the anti-skid control of the train in different states and be compatible with the use of various states. Therefore, the corresponding anti-skid logic is triggered based on the state of the train, and the acceleration parameters are upgraded based on the previous acceleration parameters, and the speed is increased with the upgraded acceleration parameters. At the same time, the current speed of the train in the slipping state is collected; if the current speed of the train in the slipping state is lower than the preset speed threshold, it is upgraded again based on the upgraded acceleration parameters until the train is adjusted from the slipping state to the non-slipping state, so as to ensure the accuracy of the anti-skid control of the train in different states.

[0177] Example

[0178] See also Fig.10 , Fig.10 It is a schematic diagram of the structural composition of the anti-skid control system of a subway train in an embodiment of the present invention.

[0179] like Fig.10 As shown, an anti-skid control system for a subway train, the anti-skid control system for the subway train comprises:

[0180] A collection module 21 is used to collect the surrounding environment parameters of the train and define the scene where the train is located according to the surrounding environment parameters of the train;

[0181] The anti-skid function module 22 is used to trigger the anti-skid instruction of the train if the scene in which the train is located is a slippery environment scene, and trigger the corresponding anti-skid function according to the anti-skid instruction of the train;

[0182] The status module 23 is used to detect the status of the train in real time during the anti-skid function of the train;

[0183] The speed-up module 24 is used to trigger the corresponding anti-skid logic based on the state of the train, upgrade based on the previous acceleration parameters, and speed up with the upgraded acceleration parameters, and at the same time, collect the current speed of the train in the slip state;

[0184] The control state module 25 is used to upgrade again based on the upgraded acceleration parameters if the current speed of the train in the slipping state is lower than a preset speed threshold, until the train is regulated from the slipping state to the non-slipping state.

[0185] Example

[0186] See also Fig.11 , refer to the following Fig.11 The electronic device 40 according to this embodiment of the present invention will be described. Fig.11 The electronic device 40 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0187] like Fig.11 As shown, the electronic device 40 is in the form of a general computing device. The components of the electronic device 40 may include but are not limited to: at least one processing unit 41, at least one storage unit 42, and a bus 43 connecting different system components (including the storage unit 42 and the processing unit 41).

[0188] The storage unit stores program codes, which can be executed by the processing unit 41, so that the processing unit 41 executes the steps according to various exemplary embodiments of the present invention described in the above “Embodiment Method” section of this specification.

[0189] The storage unit 42 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 421 and / or a cache memory unit 422 , and may further include a read-only memory unit (ROM) 423 .

[0190] The storage unit 42 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0191] Bus 43 may represent one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0192] The electronic device 40 may also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), one or more devices that enable a trainee to interact with the electronic device 40, and / or any device that enables the electronic device 40 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 44. Furthermore, the electronic device 40 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 45. Fig.11 As shown, the network adapter 45 communicates with other modules of the electronic device 40 via the bus 43. It should be understood that although Fig.11 Not shown, other hardware and / or software modules may be used in conjunction with the electronic device 40, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup planning systems.

[0193] Through the description of the above implementation, it is easy for those skilled in the art to understand that the example implementation described here can be implemented by software, or by software combined with necessary hardware. Therefore, the technical solution according to the implementation of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the implementation of the present disclosure.

[0194] Those skilled in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium, and the storage medium can include: a read-only memory (ROM), a random access memory (RAM), a disk or an optical disk, etc. In addition, it stores computer program instructions, and when the computer program instructions are executed by a computer, the computer executes the above method.

[0195] In addition, the anti-skid control method and system for subway trains provided in the embodiments of the present invention are introduced in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scopes. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A method for preventing slippage of a subway train, characterized in that: Applied to the anti-skid control scenario of subway trains; The anti-skid control method and system method for the subway train include: Collect the surrounding environment parameters of the train and define the scenario where the train is located according to the surrounding environment parameters of the train; If the scenario where the train is located is a skidding environment scenario, trigger the anti-skid instruction of the train, and trigger the corresponding anti-skid function according to the anti-skid instruction of the train; During the anti-skid function of the train, the state of the train is detected in real time; Trigger the corresponding anti-skid logic based on the state of the train, upgrade based on the previous acceleration parameter, and increase the speed with the upgraded acceleration parameter. At the same time, collect the current speed of the train in the skidding state; If the current speed of the train in the skidding state is lower than the preset speed threshold, upgrade again based on the upgraded acceleration parameter until the train is adjusted from the skidding state to the non-skidding state.

2. The anti-skid control method for subway train according to claim 1, characterized in that: The collecting the surrounding environment parameters of the train and defining the scenario where the train is located according to the surrounding environment parameters of the train includes: Freeze the driving state of the train; During the train is in the driving process, dynamically collect the surrounding environment parameters of the train; Associate multiple surrounding environment parameters; Define multiple surrounding environment characteristics based on the train and multiple surrounding environment parameters; Define the scenario where the train is located according to multiple surrounding environment characteristics.

3. The anti-skid control method for subway train according to claim 2, characterized in that: The if the scenario where the train is located is a skidding environment scenario, trigger the anti-skid instruction of the train, and trigger the corresponding anti-skid function according to the anti-skid instruction of the train includes: Freeze the scenario where the train is located; If the scenario where the train is located is a skidding environment scenario, trigger the anti-skid instruction of the train; Collect the anti-skid instruction of the train; Parse the instruction for the anti-skid instruction of the train to output the corresponding anti-skid information; Determine the corresponding anti-skid parameters according to the anti-skid information, and match the corresponding anti-skid function according to multiple anti-skid parameters to trigger the corresponding anti-skid function.

4. The anti-skid control method for subway train according to claim 3, characterized in that: The during the anti-skid function of the train, the state of the train is detected in real time includes: During the anti-skid function of the train, the train performs anti-skid actions during the driving process; Detect the state of the train in real time; the state of the train includes the traction state, the interval braking state or the stop braking state; Associate the anti-skid action based on the state of the train and output the anti-skid logic for the state of the train.

5. The anti-skid control method for subway train according to claim 4, characterized in that: The triggering the corresponding anti-skid logic based on the state of the train, upgrading based on the previous acceleration parameter, and increasing the speed with the upgraded acceleration parameter. At the same time, collect the current speed of the train in the skidding state includes: When the state of the train is the traction state, output the anti-skid logic corresponding to the traction state; If the train is still skidding, upgrade based on the previous acceleration parameter and increase the speed with the upgraded acceleration parameter. At this time, the speed will continue to increase by k times the current acceleration, where 0 < k < 1, and at this time the acceleration a2 = k * a1; after a fixed time Δt, if the skidding disappears, the train will continue to travel at the current acceleration a2.

6. The anti-skid control method for subway train according to claim 5, characterized in that: The if the current speed of the train in the skidding state is lower than the preset speed threshold, upgrade again based on the upgraded acceleration parameter until the train is adjusted from the skidding state to the non-skidding state includes: If the skidding of the train is not eliminated, the train is still in the skidding state; If the current speed of the train in the skidding state is lower than the current speed of the train in the skidding state, it indicates that the current acceleration a2 will still cause the train to skid; The train is upgraded again at k times the current acceleration, and at this time the acceleration a3 = k * a2; after a fixed time Δt, if the skidding disappears, the train is controlled with the current acceleration a3 maintained. If the skidding is not eliminated and the train speed does not reach the preset speed threshold, the above steps are repeated, the acceleration is continuously reduced, and the skidding state is examined after a fixed time Δt until the train speed is increased to the preset speed threshold.

7. The anti-skid control method for a subway train according to claim 6, characterized in that: The anti-skid control method of the subway train further includes: When the train is in the braking state, the interval anti-skid logic corresponding to the braking state is output; In the anti-skid mode enabled, the train automatic control system will adjust the speed reference curve. Assume that the distance from the train to the target speed at this time is S. The method of adjusting the reference curve is: increase the target speed curve V1 by a distance d * S in the direction of the train (where 0 < d < 1, generally 0.25 or 0.50 is taken in practice), and use it to replace the original speed curve V2, that is, the speed reference curve of the distance S1 (S1 = d * S) adjusted during anti-skid in the figure. After adjustment, the braking speed curve of the train decelerating from the speed V1 to V2 at a fixed braking rate a1 is the braking speed curve brk2 with anti-skid in the figure. If the train is still skidding, the train first changes its speed according to the preset braking speed curve brk2, and decreases from the speed V1 to the preset speed threshold at a fixed braking rate a1; after the train has traveled a distance of t * S1, if the train does not skid during this process, the new speed curve is increased by t * S1 in the direction of the train's operation, and at the same time, looking from the direction of the train's operation, ensure that the target speed point of the new speed curve is behind the original target speed point, then the train brakes at a fixed braking rate a2; Among them, V current is the current speed of the train, V target is the target speed, (1-d)*S is the distance from the train to the target speed point, S target Indicates the distance from the current train to the original target speed point; If the train still does not detect skidding after traveling another distance of t * S1, repeat the previous steps, that is, continue to adjust the curve in the above manner and brake with the new braking rate until the train decelerates to the target speed V1 or skidding occurs; If the train is detected to be slipping, the new train curve will be restored to the original speed curve. Before the train decelerates to the target speed V1, the train will follow a slip brake: Among them, V current is the current speed of the train, V target is the target speed, S target It is the distance from the train to the target speed point after the speed curve is restored, that is, the distance from the train to the original target speed point.

8. The anti-skid control method for a subway train according to claim 7, characterized in that: The anti-skid control method of the subway train further includes: When the train is in the braking state, the braking stop anti-skid logic corresponding to the braking state is output; In order to prevent the train from overspeeding, the speed of the train cannot be higher than the safe braking curve during the braking stop process; considering that the train must be controllable during operation, it is necessary to set the maximum braking rate a when the train stops. max , calculate the maximum braking rate a from the parking point S1 max The speed curve brk1, when the train speed is higher than this curve, it must run with the brk1 braking curve; From the above analysis, it can be seen that the train speed cannot be higher than the above two constraint curves; if V const =min{SBM,brk1}, then the train speed should be less than V at any time. const ; In order to stop accurately, when the train is at the stop point s0, the stop point stp must be used as the final stop position. When the train reaches the stop point s0, regardless of whether it slips or not, the train should brake at a fixed rate a. s0 Slow down and stop: Among them, V s0 represents the speed of the train at position S0, S s0 Indicates the distance from the train to the stopping point stp when the train is at position S0.

9. The anti-skid control method for a subway train according to claim 8, characterized in that: The anti-skid control method of the subway train further includes: When the train enters the station and stops, assume that the distance from the train to the original stop point stp at this time is S, and adjust the stop point according to the following method: the stop point is increased by a distance S1 = d * S in the direction of the train to replace the original stop point stp, that is, the stop point becomes stp1 in the figure; After adjustment, the train brakes to a stop at the normal fixed braking rate a1; when the train has traveled a distance of t * S1 (0 < t < 1, generally t is taken as 0.1), if the train does not skid during this process, the stop point stp1 is increased by t * S1 in the direction of the train's operation, and at the same time, looking from the direction of the train's operation, ensure that the new stop point stp2 does not exceed the original stop point stp; at this time, the train brakes at a2: Among them, V current is the current speed of the train, (1-d)*S is the distance from the train to the stop point stp2, S stp Indicates the distance from the train to the original stopping point stp; If the train does not detect wheel slip after traveling another distance of t*S1 (0 < t < 1, generally t is taken as 0.1), continue the above steps until the train stops at the stop point stp or wheel slip is detected; if wheel slip is detected, restore the new stop point to the original stop point stp, and the train brakes according to a slip until the train stops at the stop point stp: Among them, V current is the current speed of the train, S1 is the distance from the train to the original stopping point stp; In the above driving process, if the distance from the train to the original stop point stp is equal to S s0 When the parking point is updated to the original parking point stp, the fixed braking rate a s0 Braking to stop; if the speed of the train is greater than V const , then the train follows V const Slow down and brake to stop at the original parking point stp.

10. An anti-skid control system for a subway train, characterized in that: The anti-skid control system of the subway train is applied to the anti-skid control method of the subway train as claimed in any one of claims 1 to 9, and the anti-skid control system of the subway train comprises: A collection module is used to collect the surrounding environment parameters of the train and define the scene where the train is located according to the surrounding environment parameters of the train; The anti-skid function module is used to trigger the anti-skid instruction of the train if the scene in which the train is located is a slippery environment scene, and trigger the corresponding anti-skid function according to the anti-skid instruction of the train; The status module is used to detect the status of the train in real time during the anti-skid function of the train; The speed-up module is used to trigger the corresponding anti-skid logic based on the state of the train, upgrade based on the previous acceleration parameters, and speed up with the upgraded acceleration parameters. At the same time, it collects the current speed of the train in the slipping state; The control state module is used to upgrade the current speed of the train in the slipping state again based on the upgraded acceleration parameters if the current speed of the train in the slipping state is lower than the preset speed threshold, until the train is controlled from the slipping state to the non-slipping state.

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