Longitudinal force optimization-based asynchronous cooperative control method and system for cyclic braking process of heavy-load combination train

Abstract

The invention discloses an asynchronous cooperative control method and system for the cyclic braking process of a heavy-load combination train based on longitudinal force optimization, and aims to solve the problem of operation quality degradation caused by vehicle longitudinal acting force impact in the cyclic braking process of a current heavy-load train on a long and large downhill. The method comprises the following steps of: predicting train running states under different asynchronous cooperative control strategies in a future time period in a circulating braking process based on a heavy-load combined train dynamic model, and pre-judging a longitudinal force degradation problem possibly generated in the future; and an asynchronous cooperative control instruction of the master control locomotive and the slave control locomotive, which aims at reducing the longitudinal force of the train, is obtained through rolling optimization. A heavy-load combination train dynamic model is used for deducing and predicting the change process of coupler force, a control strategy of asynchronous cooperation of circulating air braking and electric braking of a master control locomotive and a slave control locomotive is executed through a locomotive calculation and cooperative control unit, on the basis that overall operation of a train is not affected, acting force between the trains is reduced, and the safety of train operation is improved.

Description

Technical Field

[0001] The invention relates to the field of heavy-load railway transportation, and in particular to an asynchronous coordinated control method and system for a cyclic braking process of a heavy-load combination train based on longitudinal force optimization. Background Art

[0002] When a heavy-load combined train with a long formation runs on a continuous long downhill slope, in order to prevent the train from overspeeding and ensure the air braking capacity of the train, it is necessary to implement cyclic braking, that is, the braking and relief processes are carried out alternately, and the pressure air of the air brake system is supplemented through the relief process. When air brake relief is implemented, the locomotive electric braking force needs to be increased to slow down the acceleration of the train. At this time, because the vehicles before and after the middle locomotive gradually lose the braking force with the transmission of the braking wave, the vehicles after the middle locomotive experience the phenomenon of front resistance and rear surge under the action of the electric braking force of the middle locomotive and the inertia of the vehicles behind it, causing a large longitudinal impact of the train. Therefore, the working condition switching process during the cyclic braking process, especially the air brake relief process, is a dangerous link when the heavy-load combined train runs on a long downhill slope. In addition, due to the long formation of the train, the changing line conditions will cause uneven force on the front and rear of the train, further increasing the driving difficulty of the heavy-load train. If the operation is improper, the longitudinal impact between the vehicles will cause accidents such as squeezed hooks and broken hooks that seriously affect the safety of train operation. Therefore, the cyclic braking process of heavy-load combined trains on continuous long downhill slopes is also a key issue of concern. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide an asynchronous collaborative control method and system for the cyclic braking process of heavy-loaded combined trains based on longitudinal force optimization, in response to the problem of deterioration in operating quality caused by the impact of the longitudinal force of the vehicle during the cyclic braking process of heavy-loaded trains on long downhill slopes. In combination with the model predictive control method, according to the train operation line parameters and driving strategies in a period of time in the future, the longitudinal force degradation problem that may occur in the cyclic braking process is predicted based on the predictive model, and an asynchronous collaborative control strategy for the master and slave locomotives is given with the goal of reducing the longitudinal force of the train, so as to improve the safety of train operation by adjusting the control strategy.

[0004] In order to solve the above technical problems, the technical solution adopted by the present invention is: an asynchronous cooperative control method for the cyclic braking process of a heavy-duty combined train based on longitudinal force optimization, comprising the following steps:

[0005] The time when the first time interval of cyclic braking starts is recorded as t k =0, from t k The three consecutive intervals starting from time [t k ,t k+1 ],[t k+1 ,t k+2 ],[tk+2 ,t k+3 ]; k The train operation status fed back by the system is recorded as X(t k ); In the first time interval, the asynchronous coordinated electric braking parameters satisfy p k =[ΔF d ,Δt d ,Δt d1 ,Δt d2 ]=0, master and slave locomotive electric brake command F d1 (t), F d2 (t) is equal to the pre-input electric brake command F d (t); ΔF d Indicates the magnitude of the electric braking force of the master and slave locomotives deviating from the pre-input electric braking command, Δt d Indicates the time difference between the switching time of the electric braking force of the master and slave locomotives and the time when the air brake is applied; Δt d1 Indicates the time length from the starting point t0 of the time interval to the moment when the electric brake force of the master locomotive is adjusted, Δt d2 It indicates the time length from the moment when the electric braking force of the slave locomotive is adjusted to the starting point t0 of the time interval;

[0006] According to the asynchronous cooperative electric braking parameter p k Get [t k ,t k+1 ] The electric brake command F of the master locomotive and the slave locomotive within the time interval d1 (t), F d2 (t);

[0007] t k The train running status X(t k ) and [t k ,t k+1 ] The electric brake command F of the master locomotive and the slave locomotive within the time interval d1 (t), F d2 (t) Input the heavy-load combination train dynamics model and predict [t k ,t k+1 ] section, and the train running status will be k+1 The predicted value of the train running status at time is recorded as

[0008] Initialization[t k+1 ,t k+2 ],[t k+2 ,t k+3 ] interval, denoted as p k+1,0 ,p k+2,0 ;

[0009] According to the relationship between the asynchronous coordinated electric brake control command and the electric brake command of the master and slave locomotives, calculate [t k+1 ,t k+3 ]F in the interval d1 (t), F d2 (t);

[0010] t k+1 Train operation status prediction value at time and [t k+1 ,t k+3 ]F in the interval d1 (t), F d2 (t) Input the heavy-load combination train dynamics model, and predict the time period [t k+1 ,t k+3 ], and observe the coupler force of the whole train in this time interval, and record the coupler force between the i-th car and the i+1-th car at time j as f ij ; Calculate the time period [t based on the coupler force distribution within the interval k+1 ,t k+3 ] corresponding to the longitudinal force evaluation function J of the train running state;

[0011] Based on the first time interval [t k ,t k+1 ], and the cyclic braking condition corresponding to the interval, combined with the condition switching logic, determine the electric braking change mode within the time interval, the change mode determines whether the electric braking adjustment occurs within the time interval, and aTOb is used to represent the electric braking change mode within the time interval, indicating that the electric braking force output values ​​of the master and slave locomotives have a values ​​at the time starting point of a time interval, and the electric braking force output values ​​of the master and slave locomotives have b values ​​after the electric braking parameters are adjusted at the time end of a time interval; according to the corresponding F under different electric braking change modes d1 (t), F d2 (t) calculation formula, giving the second time interval [t k+1 ,t k+2 ] and the third time interval [t k+2 ,t k+3 ] possible electric braking change mode; at [t k+1 ,t k+2 ],[t k+2 ,t k+3 ] time interval, [t k+1 ,t k+2 ],[t k+2 ,t k+3 The optimal asynchronous cooperative control parameter of the i-th time in the interval is recorded as p′ k+1,i ,p′ k+2,i, calculate the electric braking force sequence F of the master and slave locomotives under the corresponding control parameters d1 (t), F d2 (t), and observe the whole train at [t k+1 ,t k+3 ]The coupler force f in the time interval ij , calculate the longitudinal force evaluation function J; if the optimization termination condition is reached, the asynchronous cooperative electric brake control parameter sequence at this time is recorded as Will As [t k+1 ,t k+2 ] time interval, based on the asynchronous cooperative control parameter output [t k+1 ,t k+2 ]Asynchronous cooperative control instructions output within the time interval Calculate [t k+1 ,t k+2 ] Electric brake command F within the time interval d1 (t), F d2 (t), input the command into the heavy-duty combined train control unit to generate the corresponding electric braking force to control the train operation; the train is [t k+1 ,t k+2 ] interval according to The calculated electric brake command F d1 (t), F d2 (t) Run; k+1 The train running status fed back at any given moment is recorded as X(t k+1 ),Will Substitute into the next time interval to find the best solution.

[0012] The calculation process of the electric braking force of the coupled locomotive includes:

[0013] In the time interval [t0, t0+T], the electric brake command F of the master locomotive and the slave locomotive d1 (t), F d2 (t) The calculation formula under different electric brake change modes is:

[0014] For the air brake process,

[0015]

[0016]

[0017] F 1,s ,Fd 1,e are the electric braking forces of the master locomotive at time t0 and time t0+T, respectively, T is the length of the time interval; K d is the rate of change of the electric braking force of the master locomotive and the slave locomotive, t dis the time point when the air brake working condition switches.

[0018] For the braking pressure holding process, when the electric braking force remains unchanged within the time interval, F d1 (t) = F d1,s ,F d2 (t) = F d2,s ;

[0019] When the master and slave electric braking forces are adjusted to the same size within the time interval,

[0020]

[0021]

[0022] For the time interval of the braking relief process,

[0023]

[0024]

[0025] For the fully completed process, when the electric braking force remains unchanged within the time interval, F d1 (t) = F d1,s ,F d2 (t) = F d2,s ;

[0026] When the master and slave electric braking forces are adjusted to the same size within the time interval,

[0027]

[0028]

[0029] The expression of the longitudinal force evaluation function J is:

[0030]

[0031] in, f ij represents the coupling force between the i-th car and the i+1-th car at time j, f lim Indicates the maximum permissible coupler force during train operation, N T indicates [t k+1 ,t k+3 ]The number of moments in time, N T =(t k+3 -t k+1 ) / dt+1, dt represents the time step of the dynamic model calculation, N represents the number of locomotives and vehicles in a heavy-load combination train, and λ1, λ2, λ3, and λ4 represent weight coefficients.

[0032] The optimization termination conditions include that the train longitudinal force evaluation function value changes less than the set value for M consecutive times, or when the optimization number i>NN, the optimization is terminated and the optimal asynchronous cooperative control parameters of the longitudinal force evaluation function in the optimization process are output; NN represents the maximum optimization number set in the optimization process, and the upper limit of the coupler force safety permission f lim represents the maximum coupler force that meets the heavy-load train operation permit; if the coupler force f observed under NN-time parameter optimization ij Both are greater than the upper limit of the coupler force safety allowance f lim , switch to the safe operation model, that is, do not perform asynchronous collaborative control optimization calculation, then output

[0033] As an inventive concept, the present invention also provides an asynchronous collaborative control system for the cyclic braking process of a heavy-load combination train based on longitudinal force optimization, including a memory, a processor and a computer program stored in the memory; the processor executes the computer program to implement the steps of the above method.

[0034] Compared with the prior art, the beneficial effects of the present invention are as follows: based on the dynamic model of the heavy-load combined train, the present invention predicts the train operation status under different asynchronous cooperative control strategies in the future time period during the cyclic braking process, predicts the longitudinal force degradation problem that may occur in the future, and obtains the asynchronous cooperative control instructions of the master and slave locomotives with the goal of reducing the longitudinal force of the train through rolling optimization. The change process of the coupler force is predicted by the model, and the control strategy of asynchronous cooperative electric braking of the master and slave locomotives is used to reduce the force between vehicles and improve the safety of train operation without affecting the overall operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 Schematic diagram of an asynchronous cooperative control system for a heavy-duty combination train cyclic braking process based on longitudinal force optimization according to an embodiment of the present invention;

[0036] Figure 2 It is a schematic diagram of the asynchronous cooperative control working condition switching during the long downhill cyclic braking process of a heavy-duty combination train according to an embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram of the structure of an asynchronous collaborative control parameter generation model prediction optimization algorithm based on longitudinal force optimization in the long downhill cyclic braking process of a heavy-duty combination train in an embodiment of the present invention. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are 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.

[0039] Example 1

[0040] Asynchronous cooperative control system for heavy-duty combined train cyclic braking process based on longitudinal force optimization Figure 1 As shown, it includes: a cyclic braking asynchronous coordinated control thinking layer 2, a cyclic braking asynchronous coordinated control decision layer 3, and a cyclic braking asynchronous coordinated control execution layer 4. The cyclic braking asynchronous coordinated control thinking layer 2 has the main function of generating asynchronous coordinated control instructions for the cyclic braking process of a heavy-duty combination train on a long downhill slope. The pre-input cyclic braking control instruction initial value 5 includes air brake control parameters 6: initial speed V r , initial braking speed V b , preset air brake force F b (t); Electric brake control parameter 7: preset electric brake command F d (t), electric braking force change rate K d . The initial value 5 of the cyclic braking control command and the inherent parameters 8 of the train operation, including the train parameters 9 and the line parameters 10, are input into the heavy-duty train dynamics model 11 to obtain the train's operating status. The train operating status is input into the cyclic braking asynchronous cooperative control parameter optimization model 12, and the cyclic braking asynchronous cooperative control semantics is given in combination with the long downhill cyclic braking process constraint 13. The constraint 13 includes but is not limited to the train speed limit 14 determined by the train operation monitoring curve, the air charging time 15 determined by the marshaling attributes of the heavy-duty combination train, and the air brake application condition 16 determined by the line conditions. The cyclic braking control process needs to ensure that the train does not exceed the speed limit requirements during the operation of the long downhill slope, and the relief time exceeds the air charging time requirements of the entire train. At the same time, it is determined whether the air brake application conditions are met according to the line slope conditions to decide whether to exit the cyclic braking, etc. Once the model prediction result exceeds the constraint range, it enters the safe mode operation, that is, the master and slave locomotives adopt synchronous control command output, and do not use the asynchronous cooperative control parameter optimization results. The asynchronous cooperative control thinking layer transmits the heavy-duty combined train cyclic braking control semantics 17 generated by the cyclic braking asynchronous cooperative control parameter optimization link to the cyclic braking asynchronous cooperative control decision layer 3, and at the same time receives the actual running status of the train as feedback to adjust the cyclic braking asynchronous cooperative control parameters.

[0041] After receiving the control semantics generated by the cyclic braking asynchronous cooperative control thinking layer, each of the multiple locomotives 19-20 forms a cyclic braking asynchronous cooperative operation control instruction 21-22 for each of the multiple locomotives.

[0042] The asynchronous collaborative control execution layer 4 implements the execution of the cyclic braking asynchronous collaborative control instructions 21-22 for the coupled locomotive cyclic braking through the DMU calculation and collaborative control unit 23-24 (see Chinese invention patent 202111034051.2).

[0043] Example 2

[0044] The asynchronous cooperative control method of the heavy-load combination train long downhill cyclic braking process based on longitudinal force optimization in the embodiment of the present invention takes the optimization of the longitudinal force of the train as the goal, and uses the asynchronous cooperative electric braking and air brake coordination of the master and slave locomotives as the optimization means. Based on the expert system considering the optimization of the longitudinal force, the differentiated control parameters are quickly solved to obtain the asynchronous cooperative control strategy of the heavy-load combination train long downhill cyclic braking with the longitudinal force optimization as the goal. A solution is provided for the longitudinal force degradation problem that is easily caused when the heavy-load combination train runs on a continuous long downhill slope.

[0045] The cyclic braking process of a heavy-load combined train on a long downhill slope is as follows: Figure 2 As shown, it includes air braking process, brake pressure holding process, brake relief process, air filling completion process, etc. During this period, in order to ensure the speed regulation requirements of the train, different electric braking forces are applied at different stages. When the slope of the line on which the heavy-load combination train runs exceeds the critical slope and a long section is at a large slope value, electric braking cannot meet the speed regulation requirements of the heavy-load train, and cyclic braking is required to adjust the train speed. During operation on long and steep downhill slopes, when the conditions for applying air brakes are met, the heavy-load combination train implements air braking. When the brake cylinder boost of the entire train is completed, the brake pressure holding state is entered and the train continues to decelerate. When the train speed is reduced to the initial relief speed V r At 27:00, the air brake is released, and during this process, the air brake system is supplemented with pressurized air. The process from the time the brake valve is placed in the release position to the time the train pipe is filled with air is recorded as the brake release process. The process from then until the next air brake is started is recorded as the filling completion process. At this time, the train is accelerated by the terrain. During the brake release process, the electric braking force of the multiple locomotives is adjusted to a high position to slow down the acceleration of the train. When the train speed increases to the initial braking speed V b At 31:00, the air brake was applied again, and after the air brake entered a steady state, the electric braking force of the coupled locomotive was adjusted to a low level in preparation for the relief process.

[0046] The long downhill cyclic braking process of the heavy-load combined train is based on the asynchronous coordinated control of the longitudinal force optimization, which is characterized in that the coupled locomotives adopt the asynchronous coordinated electric braking implementation strategy, involving the magnitude F of the electric braking force applied by each locomotive d1 (t), F d2 (t) etc., electric braking force change rate K d etc., and the electric brake force adjustment time t d1 ,t d2 wait.

[0047] The cyclic braking process can be divided into an air braking process, a brake pressure holding process, a brake relief process, and an air charging completion process according to the application state of the air brake. The corresponding asynchronous cooperative electric braking control strategy is implemented according to different working conditions.

[0048] In this embodiment, it is assumed that for a heavy-load combination train consisting of a master locomotive at the head and a slave locomotive at the middle, a set of air brake and electric brake implementation schemes for the long downhill cyclic braking process has been obtained through driver experience or computer simulation calculation. The air brake force of the whole train is denoted as F b (t), the electric braking force is denoted as F d (t). The two locomotives are of the same type, and the differences in electric brake output characteristics between locomotives of the same type are ignored.

[0049] Based on air brake implementation F b (t), according to the state of air brake, the long downhill cyclic braking process is divided into several time intervals. The division of time intervals meets the following rules:

[0050] ① The time interval of the first cyclic braking process must meet the requirement that the electric braking force of the master and slave locomotives is consistent and does not change within this interval;

[0051] ②There is no more than one working condition switching point in each interval;

[0052] ③ Each operating condition switching point is in the middle of the time interval, and the operating condition switching point and the interval endpoint are guaranteed to be greater than Δt d max distance;

[0053] ④ The length of the time interval should be kept consistent as much as possible. If there is a conflict with the above 2-3, make fine adjustments to the time interval.

[0054] Due to the sequence of each link of the cyclic braking, for each time interval, the selection of its electric brake control parameters is constrained by the working conditions of the previous time interval. The switching logic between working conditions satisfies the following table:

[0055]

[0056] Note: 1. The electric brake variation mode aTOb means that at the start of a time interval, the electric brake force output values ​​of the master and slave locomotives have a value, and at the end of a time interval, after the electric brake parameters are adjusted, the electric brake force output values ​​of the master and slave locomotives have b values;

[0057] 2. When a and b are 1, it means that the electric braking force of the master and slave locomotives is equal; when a and b are 2, it means that the electric braking force of the master and slave locomotives is different; when a=b, it means that no electric braking force adjustment occurs in this time interval, and the electric braking force of the master and slave locomotives remains unchanged; when a≠b, it means that the electric braking force adjustment occurs in this time interval;

[0058] 3. When the operating condition switching logic value in the table is 1, it means that the front and rear electric brake change modes can be switched, and when the logic value is 0, it means that the front and rear electric brake change modes cannot be switched.

[0059] Assume that a time interval starts at time t0 and ends at time t0+T, let F d,s =F d (t0), F d,e =F d (t0+T). The magnitude of the electric braking force of the master locomotive at t0 and t0+T is Fd 1,s ,Fd 1,e The magnitude of the electric braking force of the slave locomotive at t0 and t0+T is Fd 2,s ,Fd 2,e The change rate of the electric braking force of the master and slave locomotives is K d If there is an air brake operating mode switch within this time interval, the time point of the air brake operating mode switch is recorded as t d , the starting point of the time interval is t0, and the length of the time interval is T. According to the cyclic braking conditions in different time intervals and the possible changes in the time interval, in each time interval, the master and slave locomotives have differentiated electric brake control instructions F d1 (t), F d2 (t) can be written as the asynchronous cooperative control parameter p k =[ΔF d ,Δt d ,Δt d1 ,Δt d2 ] expression.

[0060] For different electric brake change modes, the electric brake command F of the master and slave locomotives in this time interval d1 (t), F d2 (t) satisfies the following relationship:

[0061]

[0062]

[0063] Note: 1. The electric brake variation mode aTOb means that at the start of a time interval, the electric brake force output values ​​of the master and slave locomotives have a value, and at the end of a time interval, after the electric brake parameters are adjusted, the electric brake force output values ​​of the master and slave locomotives have b values;

[0064] 2. When a and b are 1, it means that the electric braking force of the master and slave locomotives are equal; when a and b are 2, it means that the electric braking force of the master and slave locomotives are different; when a=b, it means that no electric braking force adjustment occurs in this time interval, and the electric braking force of the master and slave locomotives remains unchanged; when a≠b, it means that the electric braking force adjustment occurs in this time interval.

[0065] 3.Fd 1,s ,Fd 1,e are the electric braking forces of the master locomotive at time t0 and time t0+T, respectively, T is the length of the time interval; K d is the rate of change of the electric braking force of the master locomotive and the slave locomotive, t d is the time point when the air brake working condition switches. For the air brake process and the brake release process, the asynchronous cooperative control parameter ΔF d Indicates that the electric braking force of the master and slave locomotives deviates from the pre-input set electric braking command F d (t) size, Δt d Indicates the time difference between the switching time of the electric braking force of the master and slave locomotives and the time when the air brake is applied. For the braking pressure holding process and the air filling completion process, the asynchronous cooperative control parameter Δt d1 Indicates the time length from the starting point t0 of the time interval to the moment when the electric brake force of the master locomotive is adjusted, Δt d2 It indicates the time length from the moment when the electric braking force of the slave locomotive is adjusted to the starting point t0 of the time interval.

[0066] The model prediction optimization algorithm mainly realizes the optimization of asynchronous cooperative control parameters with the goal of optimizing the longitudinal force evaluation index under the switching point of the heavy-duty combined train cyclic braking process, such as Figure 3 shown.

[0067] The time when the first time interval of cyclic braking starts is recorded as t k = 0, from t k The three consecutive intervals starting from time [t k ,t k+1 ],[t k+1 ,t k+2 ],[t k+2 ,t k+3 ]. k The train operation status fed back by the system is recorded as X(tk ), including the train speed and displacement at that moment. According to the division rules of time intervals, in the first interval, the asynchronous cooperative electric braking parameters satisfy Master and slave locomotive electric brake command F d1 (t), F d2 (t) is equal to the pre-input electric brake command F d (t). According to the asynchronous cooperative electric braking parameter p k Get [t k ,t k+1 ]F in the time interval d1 (t), F d2 (t). Based on the dynamic model of heavy-duty combined train, we can predict [t k ,t k+1 ] section, and the train running status will be k+1 The predicted value of the train running status at time is recorded as Initialization[t k+1 ,t k+2 ],[t k+2 ,t k+3 The asynchronous cooperative control parameters in the interval are denoted as p k+1,0 ,p k+2,0 Based on the asynchronous cooperative control parameters and the working conditions of the section, according to the relationship between the asynchronous cooperative electric brake control command and the electric brake command of the master and slave locomotives, [t k+1 ,t k+3 ]F in the interval d1 (t), F d2 (t). Input the control parameters into the heavy-duty combined train dynamics model and predict the time period [t k+1 ,t k+3 ], and observe the coupler force of the whole train in this time interval. The coupler force between the i-th car and the i+1-th car at time j is recorded as f ij At the same time, the time period [t k+1 ,t k+3 ] corresponding to the longitudinal force evaluation function J of the train running state. Complete the solution of the longitudinal force evaluation state corresponding to the initialization parameters. On this basis, the control parameters are optimized in a rolling manner. Based on the first time interval [t k ,t k+1 ], and the cyclic braking condition corresponding to the interval, combined with the condition switching logic, determine the values ​​of a and b in the electric braking change mode aTOb within the time interval, and the corresponding F d1 (t), F d2 (t) calculation formula, giving the second time interval [t k+1 ,t k+2] and the third time interval [t k+2 ,t k+3 ] possible electric braking change mode. k+1 ,t k+2 ],[t k+2 ,t k+3 ] time interval, if the working state in which the electric braking force needs to change is included, the asynchronous cooperative electric braking control parameters are optimized in a rolling manner, and the asynchronous cooperative control parameters optimized for the i-th time are recorded as Respectively represent after the i-th optimization, [t k+1 ,t k+2 ],[t k+2 ,t k+3 ] interval. Similarly, calculate the electric braking force sequence F of the master and slave locomotives under the corresponding control parameters. d1 (t), F d2 (t), and observe the whole train at [t k+1 ,t k+3 ]The coupler force f in the time interval ij , calculate the longitudinal force evaluation function J. If the optimization termination condition is reached, the asynchronous cooperative electric brake control parameter sequence at this time is recorded as Will As [t k+1 ,t k+2 ]The control command output within the time interval serves as the asynchronous cooperative electric braking control command within the interval.

[0068] The longitudinal force evaluation function is composed of k+1 ,t k+3 ], calculated by the heavy-load combined train dynamics model, the coupler force f in all vehicles ij The mean value μ and variance σ 2 , maximum value f max 、Penalty function max(0,|f ij |-f lim ) is composed of:

[0069]

[0070]

[0071]

[0072]

[0073] Among them, f ij represents the coupling force between the i-th car and the i+1-th car at time j, f lim Indicates the upper limit of the coupler force safety during the operation of heavy-load trains, NT indicates [t k+1 ,t k+3 ]The number of moments in time, N T =(t k+3 -t k+1 ) / dt+1, dt represents the time step of dynamic model calculation, N represents the number of locomotives and vehicles, and λ1, λ2, λ3, and λ4 represent weight coefficients respectively.

[0074] The optimization termination conditions include but are not limited to the train longitudinal force evaluation function value changing less than epsilon for M consecutive times, or the output coupler force is less than the coupler force safety allowable upper limit f when the optimization number i>NN lim NN represents the maximum number of optimization times set in the optimization process, and the upper limit of the coupler force safety allowance f lim It represents the maximum coupler force that meets the heavy-load train operation permit. If the observed coupler force f under NN-time parameter optimization ij Both are greater than the upper limit of the coupler force safety allowance f lim , switch to the safe operation model, that is, do not perform asynchronous collaborative control optimization calculation, then output

[0075] Example 3

[0076] Embodiment 3 of the present invention provides a system corresponding to the above-mentioned embodiment 1, including a memory, a processor and a computer program stored in the memory; the processor executes the computer program in the memory to implement the steps of the method in the above-mentioned embodiment 1.

[0077] In some implementations, the memory may be a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk memory.

[0078] In some other implementations, the processor may be a central processing unit (CPU), a digital signal processor (DSP), or other general-purpose processors of various types, which are not limited herein.

[0079] Example 4

[0080] Embodiment 3 of the present invention provides a computer-readable storage medium corresponding to the above embodiment 1, on which a computer program / instruction is stored. When the computer program / instruction is executed by a processor, the steps of the method of the above embodiment 1 are implemented.

[0081] Computer readable storage media can be tangible devices that hold and store instructions used by instruction execution devices. Computer readable storage media can be, for example, but not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any combination thereof.

[0082] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of complete hardware embodiments, complete software embodiments, or embodiments in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0083] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0084] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0085] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0086] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. An asynchronous cooperative control method for cyclic braking process of heavy-duty combined train based on longitudinal force optimization, characterized in that: The following steps are involved: The time when the first time interval of cyclic braking starts is recorded as t k =0, from t k The three consecutive intervals starting from time [t k ,t k+1 ],[t k+1 ,t k+2 ],[t k+2 ,t k+3 ]; k The train operation status fed back by the system is recorded as X(t k ); In the first time interval, the asynchronous coordinated electric braking parameters satisfy p k =[ΔF d ,Δt d ,Δt d1 ,Δt d2 ]=0, master and slave locomotive electric brake command F d1 (t), F d2 (t) is equal to the pre-input electric brake command F d (t); ΔF d Indicates the magnitude of the electric braking force of the master and slave locomotives deviating from the pre-input electric braking command, Δt d Indicates the time difference between the switching time of the electric braking force of the master and slave locomotives and the time when the air brake is applied; Δt d1 Indicates the time length from the starting point t0 of the time interval to the moment when the electric brake force of the master locomotive is adjusted, Δt d2 It indicates the time length from the moment when the electric braking force of the slave locomotive is adjusted to the starting point t0 of the time interval; According to the asynchronous cooperative electric braking parameter p k Get [t k ,t k+1 ] The electric brake command F of the master locomotive and the slave locomotive within the time interval d1 (t), F d2 (t); t k The train operation status X(t k ) and [t k ,t k+1 ] The electric brake command F of the master locomotive and the slave locomotive within the time interval d1 (t), F d2 (t) Input the heavy-load combination train dynamics model and predict [t k ,t k+1 ] section, the train running status will be k+1 The predicted value of the train running status at time is recorded as Initialization[t k+1 ,t k+2 ],[t k+2 ,t k+3 ] interval, denoted as p k+1,0 ,p k+2,0 ; According to the relationship between the asynchronous coordinated electric brake control command and the electric brake command of the master and slave locomotives, calculate [t k+1 ,t k+3 ]F in the interval d1 (t), F d2 (t); t k+1 Train operation status prediction value at time and [t k+1 ,t k+3 ]F in the interval d1 (t), F d2 (t) Input the heavy-load combination train dynamics model, and predict the time period [t k+1 ,t k+3 ], and observe the coupler force of the whole train in this time interval, and record the coupler force between the i-th car and the i+1-th car at time j as f ij ; Calculate the time period [t based on the coupler force distribution within the interval k+1 ,t k+3 ] corresponding to the longitudinal force evaluation function J of the train running state; [t k+1 ,t k+2 ],[t k+2 ,t k+3 The optimal asynchronous cooperative control parameter of the i-th time in the interval is recorded as p k ' +1,i ,p k ' +2,i , according to the different electric brake change modes corresponding to F d1 (t), F d2 (t) Calculation formula, calculate the corresponding control parameter p k ' +1,i ,p k ' +2,i The electric braking force sequence F of the master and slave locomotives under d1 (t), F d2 (t), and observe the whole train at [t k+1 ,t k+3 ]The coupler force f in the time interval ij , calculate the longitudinal force evaluation function J; if the optimization termination condition is reached, the asynchronous cooperative electric brake control parameter sequence at this time is recorded as Will As [t k+1 ,t k+2 ] time interval, based on the asynchronous cooperative control parameter output [t k+1 ,t k+2 ]Asynchronous cooperative control instructions output within the time interval Calculate [t k+1 ,t k+2 ] Electric brake command F within the time interval d1 (t), F d2 (t), input the command into the heavy-load combination train control unit to generate corresponding electric braking force to control the train operation.

2. The asynchronous coordinated control method for cyclic braking process of heavy-duty combined train based on longitudinal force optimization according to claim 1 is characterized in that: The calculation process of the electric braking force of the coupled locomotive includes: In the time interval [t0, t0+T], the electric brake command F of the master locomotive and the slave locomotive d1 (t), F d2 (t) The calculation formula under different electric brake change modes is: For the air brake process, F 1,s, F 1,e are the electric braking forces of the master locomotive at time t0 and time t0+T, respectively, T is the length of the time interval; K d The rate of change of the electric braking force of the master locomotive and the slave locomotive, t d is the time point when the air brake working condition switches. For the braking pressure holding process, when the electric braking force remains unchanged within the time interval, F d1 (t) = F d1,s ,F d2 (t) = F d2,s ; When the master and slave electric braking forces are adjusted to the same size within the time interval, For the time interval of the braking relief process, For the fully completed process, when the electric braking force remains unchanged within the time interval, F d1 (t) = F d1,s ,F d2 (t) = F d2,s ; When the master and slave electric braking forces are adjusted to the same size within the time interval, 3. The asynchronous coordinated control method for cyclic braking process of heavy-duty combined train based on longitudinal force optimization according to claim 1 is characterized in that: The expression of the longitudinal force evaluation function J is: in, f ij represents the coupling force between the i-th car and the i+1-th car at time j, f lim Indicates the maximum permissible coupler force during train operation, N T indicates [t k+1 ,t k+3 ]The number of moments in time, N T =(t k+3 -t k+1 ) / dt+1, dt represents the time step of the dynamic model calculation, N represents the number of locomotives and vehicles in a heavy-load combination train, and λ1, λ2, λ3, and λ4 represent weight coefficients.

4. The asynchronous coordinated control method for cyclic braking process of heavy-duty combination train based on longitudinal force optimization according to claim 1 is characterized in that: The optimization termination condition includes that the train longitudinal force evaluation function value changes less than the set value for M consecutive times, or the output coupler force is less than the coupler force safety allowable upper limit f when the optimization number i>NN lim The optimal differential control parameters; NN represents the maximum number of optimization times set in the optimization process, and the upper limit of the coupler force safety allowance f lim Indicates the maximum coupler force that complies with the heavy-load train operation permit; If the observed coupler force f under NN-time parameter optimization ij Both are greater than the upper limit of the coupler force safety allowance f lim , switch to the safe operation model, that is, do not perform asynchronous collaborative control optimization calculation, then output 5. An asynchronous cooperative control system for cyclic braking process of heavy-duty combined train based on longitudinal force optimization, comprising a memory, a processor and a computer program stored in the memory; characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 4.

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