Asynchronous coordinated control method and system for cyclic braking process of heavy-load combination train based on longitudinal force optimization

Abstract

The present 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. Aiming at the problem of operational quality degradation caused by the impact of the longitudinal force of vehicles during the cyclic braking process of a heavy-load combination train on a long downhill slope, the present invention predicts the train operation status under different asynchronous cooperative control strategies in the future time period during the cyclic braking process based on the dynamic model of the heavy-load combination train, prejudges the longitudinal force degradation problem that may occur in the future, and obtains asynchronous cooperative control instructions for the master and slave locomotives with the goal of reducing the longitudinal force of the train through rolling optimization. The dynamic model of the heavy-load combination train is used to deduce and predict the change process of the coupler force, and the locomotive calculation and cooperative control unit executes the asynchronous cooperative control strategy of the cyclic air braking and electric braking of the master and slave locomotives. On the basis of not affecting the overall operation of the train, the force between vehicles is reduced, thereby improving the safety of the train operation.

Description

Technical Field

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

[0002] When heavy-haul combination trains in long formations operate on long, continuous downgrades, cyclic braking is required to prevent overspeeding and maintain the train's air brake capacity. This involves alternating braking and release cycles, with the release cycle ensuring that the air brake system's pressurized air is replenished. During air brake release, the locomotive's electric braking force must be increased to mitigate the train's acceleration. During this process, as the vehicles ahead and behind the central locomotive gradually lose braking force as the braking wave propagates, the vehicles behind the central locomotive experience a forward-resistance and backward-surge phenomenon due to the central locomotive's electric braking force and the inertia of the following vehicles, resulting in significant longitudinal impact on the train. Therefore, the switching of operating modes during cyclic braking, especially the air brake release, is a dangerous process for heavy-haul combination trains operating on long, continuous downgrades. Furthermore, due to the long train formation, varying track conditions can cause uneven forces on the front and rear of the train, further increasing the difficulty of operating heavy-haul combination trains. Improper operation can cause longitudinal impacts between vehicles, leading to accidents such as hook jamming and hook breakage, seriously compromising train safety. Therefore, the cyclic braking process of heavy-haul combination trains on long, continuous downgrades is a key 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-load combination trains based on longitudinal force optimization, in response to the current problem of deterioration in operating quality caused by the impact of the longitudinal force of the vehicle during the cyclic braking process of heavy-load trains on long downhill slopes. Combined with the model predictive control method, according to the train operation line parameters and driving strategy in a period of time in the future, the longitudinal force degradation problem that may occur during 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] To solve the above technical problems, the technical solution adopted by the present invention is: an asynchronous coordinated control method for the cyclic braking process of a heavy-load combination train based on longitudinal force optimization, comprising the following steps:

[0005] The time when the first time interval of cyclic braking begins is recorded as t k =0, from t k The three consecutive intervals starting at time [t k ,t k+1 ],[t k+1 ,t k+2 ],[tk+2 ,t k+3 ]; t k The train operation status fed back by the system is recorded as X(t k ); In the first time interval, the asynchronous cooperative electric braking parameters meet 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 deviation of the electric braking force of the master and slave locomotives from the pre-set 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 time interval starting point t0 to the moment when the electric braking force of the master locomotive is adjusted, Δt d2 It represents the time length from the moment when the electric braking force of the controlled 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 ] Electric brake command F of the master locomotive and slave locomotive within the time interval d1 (t), F d2 (t);

[0007] t k The train operation status X(t k ) and [t k ,t k+1 ] Electric brake command F of the master locomotive and 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 ] The train running status of the section, t k+1 The predicted value of the train running status at time

[0008] Initialization[t k+1 ,t k+2 ],[t k+2 ,t k+3 ] interval, are 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-haul combined train dynamics model, and predict the time period [t k+1 ,t k+3 ], and observe the coupler force of the entire 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 ; Calculate the time period based on the coupler force distribution within the interval [t 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 ] operating state, and the cyclic braking working condition corresponding to the interval, combined with the working condition switching logic, determine the electric braking change mode in the time interval, the change mode determines whether the electric braking adjustment occurs in the time interval, and aTOb is used to represent the electric braking change mode in the time interval, indicating that the electric braking force output value of the master and slave locomotives has a value at the time starting point of a time interval, and the electric braking force output value of the master and slave locomotives has b values ​​after the electric braking parameters are adjusted at the time end of a time interval; according to different electric braking change modes, 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; in [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 asynchronous cooperative control parameter of the i-th optimization 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 asynchronous cooperative control parameter output, based on [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 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 moment is recorded as X(t k+1 ),Will Substitute into the next time interval to find the optimal 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 The calculation formula for (t) in different electric braking change modes is:

[0014] For the air braking process,

[0015]

[0016]

[0017] 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 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 magnitude 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 magnitude 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 ]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 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 Indicates 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 coupler force safety permission f lim , switch to the safe operation model, that is, do not perform asynchronous cooperative 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 existing technologies, the present invention has the following advantages: Based on the dynamic model of a heavy-duty combined train, it predicts the train's operating state under different asynchronous coordinated control strategies during future periods of cyclic braking, anticipates potential longitudinal force degradation, and, through rolling optimization, generates asynchronous coordinated control instructions for the master and slave locomotives aimed at reducing the train's longitudinal force. By using the model to deduce and predict the changing process of coupler force, and through the asynchronous coordinated control strategy of electric braking between the master and slave locomotives, the inter-vehicle forces are reduced without affecting the overall operation of the train, thereby improving train safety. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0036] Figure 2 Schematic diagram of asynchronous coordinated control working mode switching during the cyclic braking process of a heavy-load combination train on a long downhill slope according to an embodiment of the present invention;

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

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0039] Example 1

[0040] Asynchronous cooperative control system for cyclic braking process of heavy-load combination train based on longitudinal force optimization Figure 1 As shown, it includes: cyclic braking asynchronous coordinated control thinking layer 2, cyclic braking asynchronous coordinated control decision layer 3, and 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 heavy-duty combination trains on long downhill slopes. The pre-input cyclic braking control instruction initial value 5 includes air brake control parameters 6: initial speed relief 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 instruction and the inherent parameters 8 of the train operation, including the train parameters 9 and the line parameters 10, are input into the heavy-load 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 are 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 filling time 15 determined by the formation attributes of the heavy-load 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, and the relief time exceeds the air filling time requirements of the entire train. At the same time, it is determined whether the conditions for applying the air brake are met based on the line slope conditions to decide whether to exit the cyclic braking. 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 instruction output, and do not adopt the asynchronous cooperative control parameter optimization results. The asynchronous cooperative control thinking layer transmits the heavy-load combination 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 coordinated control thinking layer, each of the multiple locomotives 19-20 forms the cyclic braking asynchronous coordinated operation control instructions 21-22 of each of the multiple locomotives.

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

[0043] Example 2

[0044] The asynchronous coordinated control method for the cyclic braking process of a heavy-haul combination train on a long downhill slope based on longitudinal force optimization in an embodiment of the present invention aims to optimize the train's longitudinal force, using asynchronous coordinated electric braking and air braking coordination between the master and slave locomotives as optimization methods. Based on an expert system that considers longitudinal force optimization, this method rapidly solves differentiated control parameters, resulting in an asynchronous coordinated control strategy for the cyclic braking of a heavy-haul combination train on a long downhill slope, with longitudinal force optimization as the goal. This provides a solution to the problem of longitudinal force degradation that is easily caused by heavy-haul combination trains running on continuous long downhill slopes.

[0045] The cyclic braking process of a heavy-load combination 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 the longer 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 a long downhill slope, when the air brake application conditions are met, the heavy-load combination train implements air braking. When the brake cylinder boost of the entire train is completed, it enters the brake pressure holding state 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. During this process, the air brake system is replenished 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 position in preparation for the relief process.

[0046] The long downhill cyclic braking process of the heavy-load combination train is based on asynchronous coordinated control of longitudinal force optimization, which is characterized in that the coupled locomotives adopt an 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 the air braking process, the brake pressure holding process, the brake release process, and the air charging 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 a heavy-load combination train consists of a master locomotive at the head and a slave locomotive at the middle. Based on the driver's experience or computer simulation calculations, a set of air braking and electric braking implementation schemes for the cyclic braking process on a long downhill slope has been obtained. The air braking force of the entire 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 scheme F b (t), according to the state of the 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 ensure that the electric braking force of the master and slave locomotives is consistent and does not change within this interval;

[0051] ② There 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, the time interval should be fine-tuned.

[0054] Due to the order of each link in the cyclic braking, the selection of electric brake control parameters for each time interval is subject to the constraints of 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 a, 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, the electric braking forces of the master and slave locomotives are equal; when a and b are 2, the electric braking forces of the master and slave locomotives are different; when a = b, no electric braking force adjustment occurs during the time interval, and the electric braking forces of the master and slave locomotives remain unchanged; when a ≠ b, an electric braking force adjustment occurs during the 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. When the logic value is 0, it means that the front and rear electric brake change modes cannot be switched.

[0059] Assume that the starting point of a time interval is t0 and the end point is t0+T, let F d,s =F d (t0), F d,e =F d (t0+T). The electric braking force of the master locomotive at t0 and t0+T is Fd 1,s ,Fd 1,e 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 differentiated electric braking control instructions F of the master and slave locomotives are 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 a, 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 indicates that the electric braking forces of the master and slave locomotives are equal; when a and b are 2, it indicates that the electric braking forces of the master and slave locomotives are different; when a=b, it indicates that no electric braking force adjustment occurs during this time interval, and the electric braking forces of the master and slave locomotives remain unchanged; when a≠b, it indicates that an electric braking force adjustment occurs during 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 The rate of change of the electric braking force of the master locomotive and the slave locomotive, t d 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 time interval starting point t0 to the moment when the electric braking force of the master locomotive is adjusted, Δt d2 It indicates the length of time from the moment when the electric braking force of the controlled 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 working condition switching point of the heavy-duty combination train cyclic braking process, such as Figure 3 shown.

[0067] The time when the first time interval of cyclic braking begins is recorded as t k = 0, from t k The three consecutive intervals starting at time [t k ,t k+1 ],[t k+1 ,t k+2 ],[t k+2 ,t k+3 ].t 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 meet 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-load combined train, we can predict [t k ,t k+1 ] The train running status of the section, t k+1 The predicted value of the train running status at time 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 interval, 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-haul combined train dynamics model and predict the time period [t k+1 ,t k+3 ], and observe the coupler force of the entire 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 longitudinal force evaluation state solution 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 ] operating state, 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 modes. 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 master and slave locomotive electric braking force sequence F 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-haul 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 coupler 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 heavy-load train operation, NT Indicates [t k+1 ,t k+3 ]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, and λ1, λ2, λ3, and λ4 represent weight coefficients respectively.

[0074] The conditions for terminating the optimization 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 upper limit of coupler force safety permission f when the optimization number i>NN. lim The optimal differential control parameters are: NN represents the maximum number of optimization times set in the optimization process, and the upper limit of the coupler force safety permission f lim Indicates the maximum coupler force that meets the heavy-load train operation permit. If the coupler force f observed under NN times parameter optimization is ij Both are greater than the upper limit of coupler force safety permission f lim , switch to the safe operation model, that is, do not perform asynchronous cooperative 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 storage.

[0078] In other implementations, the processor may be a central processing unit (CPU), a digital signal processor (DSP), or other general-purpose processors, 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-mentioned 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-mentioned 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 application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the 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 embodiment of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal translation 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 produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0085] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional 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 that fall within the scope of the present application.

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

Claims

1. An asynchronous coordinated control method for cyclic braking of heavy-duty combination trains based on longitudinal force optimization, characterized in that: The following steps are involved: The time when the first time interval of cyclic braking begins is recorded as t k =0, from t k The three consecutive intervals starting at time [t k ,t k+1 ],[t k+1 ,t k+2 ],[t k+2 ,t k+3 ]; t k The train operation status fed back by the system is recorded as X(t k ); In the first time interval, the asynchronous cooperative electric braking parameters meet 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 deviation of the electric braking force of the master and slave locomotives from the pre-set 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 time interval starting point t0 to the moment when the electric braking force of the master locomotive is adjusted, Δt d2 It represents the time length from the moment when the electric braking force of the controlled 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 ] Electric brake command F of the master locomotive and 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 ] Electric brake command F of the master locomotive and 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 ] The train running status of the section, t k+1 The predicted value of the train running status at time Initialization[t k+1 ,t k+2 ],[t k+2 ,t k+3 ] interval, are 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-haul combined train dynamics model, and predict the time period [t k+1 ,t k+3 ], and observe the coupler force of the entire 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 ; Calculate the time period based on the coupler force distribution within the interval [t 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 asynchronous cooperative control parameter of the i-th optimization 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 asynchronous cooperative control parameter output, based on [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 the corresponding electric braking force to control the train operation.

2. The asynchronous coordinated control method for cyclic braking process of heavy-load combination 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 The calculation formula for (t) in different electric braking change modes is: For the air braking process, 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 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 magnitude 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 magnitude within the time interval, 3. The asynchronous coordinated control method for cyclic braking process of heavy-load combination 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 ]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-load combination train based on longitudinal force optimization according to claim 1 is characterized in that: The optimization termination condition includes the train longitudinal force evaluation function value changing less than the set value for M consecutive times, or the output coupler force being less than the coupler force safety 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 permission f lim Indicates the maximum coupler force that complies with the heavy-load train operation permit; If the observed coupler force f is obtained under NN-time parameter optimization ij Both are greater than the upper limit of coupler force safety permission f lim , switch to the safe operation model, that is, do not perform asynchronous cooperative control optimization calculation, then output 5. An asynchronous cooperative control system for the cyclic braking process of a heavy-load combination 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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