Method and system for adjusting automatic driving parameters of heavy-load locomotive

Abstract

The invention discloses a heavy-load locomotive automatic driving parameter adjusting method and system, and the method comprises the steps: firstly, building a plurality of test items based on a human-computer interaction interface; and then, based on the operation state of the locomotive, selecting and / or automatically executing one or more different test items to correct the corresponding automatic driving parameters. Through different test items, the automatic driving traction braking of the heavy-load locomotive is specially and adaptively adjusted to adapt to the operation of heavy-load trains with different marshalling, weather and train numbers, and the reliability of train operation is improved.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit, and particularly relates to a method and system for adjusting parameters of an autonomous driving of a heavy-haul locomotive. Background Art

[0002] The train operation control system is a key technology to ensure the safe and high-speed operation of trains, abbreviated as the train control system. The train driving subsystem (ATO: Automatic Train Operation) is an important part of the train operation control system, which realizes the automatic control of the traction and braking of trains. The traction and braking characteristics of trains are crucial aspects that determine the control effect of ATO.

[0003] In subway trains and multiple units, the traction and braking characteristics are stable: as long as the vehicle type is fixed, the formation, weight are fixed, the corresponding relationship between the grade and the traction and braking force is fixed, and the traction and braking delay is small and fixed; the air resistance is less affected by the weather, and the on-vehicle ATO / driver only controls the grade, and the electric braking and air braking during braking are automatically distributed by the vehicle side. Therefore, when applying the autonomous driving technology to multiple units and subways, after the first dynamic measurement of the traction and braking characteristics, it can be deployed in batches and does not need to be frequently adjusted during the entire operation cycle.

[0004] In the aspect of heavy-haul locomotives, the traction and braking characteristics are unstable: different formations have an impact on the air braking characteristics, the air resistance fluctuates greatly with the change of weather, and even for locomotives of the same model, the mapping relationship between the grade and the motor current of different locomotives will also fluctuate. The on-vehicle ATO / driver needs to control the electric braking and air braking separately. Since the formation changes every time during operation, for example, sometimes 66 C64s are coupled, sometimes 58 C70s are coupled, and sometimes 54 C80s are coupled, etc., it is not feasible to measure and modify the software parameter configuration before each operation. Thus, the traction and braking characteristics of heavy-haul trains are unstable and are affected by many aspects such as the formation length, formation type, locomotive type, weather conditions, etc. Even for locomotives of the same model, the response effects for the same given grade are different. When driving manually, the driver estimates the traction and braking characteristics of heavy-haul trains through experience, feeling and through-train tests, and cannot adapt to heavy-haul trains with different formations, weather conditions and car numbers. Summary of the Invention

[0005] In view of the above problems, the object of the present invention is to provide a method for adjusting parameters of an autonomous driving of a heavy-haul locomotive, including, establishing a plurality of test items based on a human-machine interface; selecting and / or automatically executing one or more different test items according to the locomotive operation status to correct the corresponding autonomous driving parameters.

[0006] Further, the test items include static tests and multiple dynamic tests. The multiple dynamic tests include gear-position - current mapping tests, basic resistance tests, and air brake application tests; among them, the static tests are used to correct the air brake build-up time and air brake release time, and to determine the air pipeline through state; the gear-position - current mapping tests are used to correct the mapping relationship between different locomotive gear positions and currents; the basic resistance tests are used to correct the basic resistance formula; the air brake application tests are used to correct the air brake build-up and release times under different decompression amounts, and the corresponding relationship between the decompression amount and the air brake force magnitude.

[0007] Further, based on the locomotive operation state, selecting to perform static tests includes selecting to perform static tests in the static state before starting. Specifically, apply the large brake to reduce pressure, and the decompression amount is the first preset pressure. Real-time collect the brake cylinder air pressure and the end-of-train air pressure; Record the time from when the large brake decompression command is issued by the on-vehicle ATO to when the brake cylinder air pressure starts to increase and the time when the end-of-train reaches the pressure amount of the target air pressure plus the second preset pressure ; Based on the recorded time 、 and the reference air brake build-up time formula, correct the air brake build-up time; After the large brake decompression is stable, release the large brake, and real-time collect the brake cylinder air pressure and the end-of-train air pressure; Record the time from when the large brake release command is issued by the on-vehicle ATO to when the end-of-train air pressure is released to the pressure amount of the target air pressure minus the third preset pressure as ; Based on the recorded time and the reference air brake release time formula, correct the air brake release time.

[0008] Further, the reference air brake build-up time formula satisfies: , wherein, r is the decompression amount, n is the number of coupled vehicles, A and B are both constant coefficients; Modify A to A 静 with a value of ,Modify B to B 静 with a value of ; The corrected air brake establishment time is: T1 静 = ; The reference air brake release time formula satisfies: T2 =

[0009] Wherein, is a constant coefficient, represents the number of coupled vehicles, represents the amount of release air pressure; Change to C 静 , and the value is ; The corrected air brake release time is: T2 静 = .

[0010] Furthermore, determining the air pipeline through state includes, If the end-of-train air pressure does not reach the expected value after a certain time after the on-vehicle ATO issues a command to apply a large brake reduction or the on-vehicle ATO issues a command to release the large brake, the air pipeline is not through and the static test fails.

[0011] Furthermore, based on the locomotive operation state, selecting to execute the gear-current mapping test includes, before each locomotive operation, selecting to execute different locomotive gear-current mapping tests, and specifically including the following test operations: The locomotive outputs traction at different gears, and records the current magnitudes corresponding to different traction gears in real time; Based on the recorded results, adjust the data of the gear traction ammeter to the gear traction current correspondence in the test results, and form a new gear traction ammeter .

[0012] Furthermore, based on the locomotive operation state, automatically performing the basic resistance test includes, every time each locomotive runs, automatically performing a basic resistance test once, and specifically including the following test operations: After the locomotive starts, when the whole vehicle is in a flat slope area, the flat slope extends within a certain range in front, and when the speed is greater than the first preset speed, the time to apply the coasting command is the first preset time; Obtain the starting speed when starting to execute the test , the speed after the second preset time , and the speed when ending the test after the first preset time is ; Based on the obtained speeds , , , the second preset time, and the first preset time, calculate the average speed within the second preset time and the average acceleration , the average speed within the time period between the second preset time and the first preset time and the average acceleration and the average speed within the first preset time and the average acceleration ; Based on substituting the calculated three groups of average speeds and average accelerations into the reference resistance formula respectively, we get: , where m is the total weight of the train; Solve the three groups of formulas to obtain A1 , B1 , C1 The values of, and are re-substituted into the reference resistance formula to obtain the corrected resistance formula: w1 = A1 + B1v + C1v 2 , where v represents the locomotive speed, w , w1 both represent the reference resistance of the locomotive.

[0013] Furthermore, if there are changes in weather or formation during the operation of the locomotive, it is possible to select to perform the basic resistance test again.

[0014] Furthermore, based on the operating state of the locomotive, automatically perform the air brake test. When each time the locomotive formation is modified, after completing the basic resistance test in the static test and dynamic test, the train's first speed is greater than the second preset speed, and the whole train is currently on a flat slope or downhill, and remains on a flat slope or downhill within the subsequent first preset distance, automatically perform the air brake test, which specifically includes the following test operations: Cut off traction and electric braking, output a pressure quantity of the third preset pressure for the large brake to brake, monitor the train tail air pressure and speed in real time, and record the speed of the locomotive at the start of the large brake v 4 and the moment t 4, the speed of the locomotive when the large brake is established v 5 and the moment when the large brake is established t 5; Based on the recorded t 4, t 5 and the reference air brake establishment time formula, obtain the re-corrected air brake establishment time; After the third preset pressure is fully established and maintained for the third preset time, record the speed of the air brake when it is fully established as v 6. The speed after the preset time is v 7; Based on v 6, v 7 and the common braking coefficient formula, correct the common braking coefficient ; Release the air brake under the third preset pressure and record the duration of the release process as ; Based on and the reference air brake release time formula, correct the air brake release time again.

[0015] Furthermore, based on the recorded t 4, t 5 and the reference air brake establishment time formula, obtain the re-corrected air brake establishment time, including Based on the recorded t 4, t 5 and the reference air brake establishment time formula, obtain the values of the constant coefficients A and B , denoted as , ; Based on , , , , correct the constant coefficients A , B again, where , , in the formula, is the decompression amount used for subsequent vehicle control; Substitute the re-corrected A , B into the reference air brake establishment time formula to obtain the re-corrected air brake establishment time.

[0016] Furthermore, based on v 6, v 7 and the common braking coefficient formula, correct the common braking coefficient including Based on v 6 and v 7, calculate the acceleration and average speed within the third preset time: ,

[0017] Calculate the air braking force based on the average speed within the calculated third preset time and the corrected resistance formula = A1 + B1 + C1 2 ; Substitute the calculated acceleration, average speed within the third preset time, and air braking force into the common braking coefficient formula to obtain the corrected common braking coefficient , where the common braking coefficient formula satisfies:

[0018] In the formula, is the vehicle weight, n 机车 is the number of locomotives, n 货车 is the number of freight cars, kN is in the unit of kilonewton.

[0019] Further, it also includes obtaining the air braking force based on the corrected common braking coefficient :

[0020] Wherein, v is the speed of the locomotive.

[0021] Further, based on and the reference air brake release time formula, the air brake release time is corrected again, including Based on the reference air brake release time formula, correct the constant C in the formula, and the corrected constant: , Obtain the in the static test; Correct the constant C of the release time under different decompression pressures to: ; Substitute the once-again corrected C into the reference air brake release time formula to obtain the once-again corrected air brake release time.

[0022] Another object of the present invention is to provide a heavy-haul locomotive automatic driving parameter adjustment system, which is characterized by including A building module, used to build multiple test items based on the man-machine interface; An execution module, configured to select and / or automatically execute one or more different test items based on the locomotive operation status to correct the corresponding automatic driving parameters.

[0023] Further, the test items include a static test and multiple dynamic tests, and the multiple dynamic tests include a gear-position - current mapping test, a basic resistance test, and an air brake application test; wherein, The static test is used to correct the air brake establishment time and the air brake release time, and to determine the air pipeline through - state; The gear-position - current mapping test is used to correct different locomotive gear-position - current mapping relationships; The basic resistance test is used to correct the basic resistance formula; The air brake application test is used to correct the air brake establishment and release time under different decompression amounts, and the corresponding relationship between the decompression amount and the air brake force magnitude.

[0024] The method of the present invention adaptively adjusts the traction and braking characteristics of the heavy - haul locomotive automatic driving through different test items for adapting to the operation of heavy - haul trains with different formations, weather conditions, and car numbers, improving the reliability of train operation.

[0025] Other features and advantages of the present invention will be described in the following specification, and some of them will be obvious from the specification, or can be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures pointed out in the specification, claims, and drawings. Brief Description of the Drawings

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0027] Figure 1 Shows a schematic flow chart of a method for adjusting the automatic driving parameters of a heavy - haul locomotive in an embodiment of the present invention; Figure 2 Shows a schematic flow chart of another method for adjusting the automatic driving parameters of a heavy - haul locomotive in an embodiment of the present invention; Figure 3 Shows a schematic structural diagram of a system for adjusting the automatic driving parameters of a heavy - haul locomotive in an embodiment of the present invention. Detailed Embodiments

[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0029] As Figure 1 shown, an overload locomotive automatic driving parameter adjustment method is disclosed in the embodiments of the present invention. The method includes, first, establishing a plurality of test items based on a man-machine interface; then, selecting and / or automatically executing one or more different test items according to the locomotive operation state to correct the corresponding automatic driving parameters. Through different test items, the traction and braking characteristics of the overload locomotive automatic driving (ATO: Automatic Train Operation) are adaptively adjusted to adapt to the operation of overload trains with different formations, weather conditions, and car numbers (different car numbers), improving the reliability of train operation.

[0030] Specifically, the plurality of test items include a static test and a plurality of dynamic tests. The plurality of dynamic tests include a grade-current mapping test, a basic resistance test, and an air brake trial brake test. Among them, the air brake is established starting from the locomotive head and established to the locomotive tail through the air pipelines (also known as air ducts). The release is also gradually released from the head to the tail. Thus, the static test is used to correct the air brake establishment time and the air brake release time, and to determine the through state of the air pipelines. The grade-current mapping test is used to correct the mapping relationship between different locomotive grades and motor currents. The existing locomotive ATO does not have the function of automatically correcting the grade-current. It uses a static configuration table as the input, and different locomotives need to be tested separately and then the static configuration table is modified manually. In the embodiments of the present invention, there is no need to manually modify the static configuration table (i.e., the grade-current table). The basic resistance test is used to correct the basic resistance formula. The existing locomotive ATO calculates the air brake resistance only through a fixed formula and cannot correct it dynamically according to the weather. Some ATOs obtain weather information by adding sensors or communicating with the ground, but this increases the cost and there is no specific correction method. In the embodiments of the present invention, correction can be performed dynamically and at any time without adding external devices. The air brake trial brake test corrects the air brake establishment and release delays (i.e., the brake establishment time and the brake release time) under different decompression amounts and the corresponding relationship between the decompression amount and the air brake force magnitude. That is, through a combination of static and dynamic trial brake methods, the delays and the brake force magnitudes corresponding to different decompression amounts are corrected, improving the reliability and safety of train operation.

[0031] In the embodiments of the present invention, based on the locomotive operation status, one or more different test items are selected and / or automatically executed to correct the corresponding autonomous driving parameters. For example, Figure 2 as shown, first, when the locomotive operation status is before starting, a static test is performed, which specifically includes the following test operations: First, apply a reduction in the main brake, and the reduction amount is the first preset pressure. The air pressure in the brake cylinder and the air pressure at the end of the train are collected in real time. Exemplarily, the first preset pressure can be 100 kPa (kilo-Pascals), but is not limited thereto. Other pressure preset values, etc., are also applicable to the present invention. In the following static or dynamic tests, the first preset pressure is exemplarily described as 100 kPa.

[0032] Second, record the time from when the main brake reduction command is issued by the on-vehicle ATO to when the air pressure in the brake cylinder starts to increase and the time when the air pressure at the end of the train reaches the pressure amount of the target air pressure plus the second preset pressure ; preferably, the second preset pressure can be 5 kPa. Because with a rated air pressure of 600 kPa, after a reduction of 100 kPa, the air brake should be 500 kPa after stabilization. Considering the error, it is processed as 505 kPa, but is not limited thereto. If in other operating environments, the error is different, the pressure amount of the second preset pressure can also be other values, such as 6 kPa, etc. In the following steps, the second preset pressure is exemplarily described as 5 kPa.

[0033] Then, based on the recorded time 、 and the reference air brake establishment time formula, correct the air brake establishment time; among them, the reference air brake establishment time formula satisfies: , where r is the reduction amount, n is the number of coupled vehicles, A and B are both constant coefficients. For example, currently for passenger trains (which can also be called: for passenger vehicle types), A = 4.1, B = 0.002; for freight trains (which can also be called for freight vehicle types), A = 3.6, B = 0.00176. In the embodiments of the present invention, for A 、 B are corrected, and A is corrected to A 静 , and the value is , and B is corrected to B 静 , and the value is , the corrected air brake establishment time is: T1 静 = 。

[0034] Then, after the first preset pressure reduction of the brake valve (i.e., an exemplary 100 kPa) stabilizes, release the brake valve, and collect the brake cylinder air pressure and the end-of-train air pressure in real time; Then, record the time from when the on-vehicle ATO issues a command to release the brake valve to when the end-of-train air pressure is reduced to the pressure amount of the target air pressure minus the third preset pressure ; Then, based on the recorded time and the reference air brake release time formula, correct the air brake release time. Specifically, the reference air brake release time formula satisfies: T2 = ; where is a constant coefficient, and its reference value is 0.021, represents the number of coupled vehicles, represents the amount of released air pressure; further, is corrected to C 静 , and the value is ; Finally, the corrected air brake release time is: T2 静 = 。

[0035] Further, if the end-of-train air pressure does not reach the expected value after a certain time after the on-vehicle ATO issues a command to apply a brake valve pressure reduction or a command to release the brake valve, then the air pipeline is not connected and the static test fails. That is, after a certain time after the on-vehicle ATO issues a command to apply a brake valve pressure reduction, if the end-of-train air pressure does not reach the pressure amount of the target air pressure plus the second preset pressure, it is considered that the air pipe is not connected and the static test fails, or, after a certain time after the on-vehicle ATO issues a command to release the brake valve, if the end-of-train air pressure does not reach the pressure amount of the target air pressure plus the second preset pressure, it is considered that the air pipe is not connected and the static test fails. Subsequently, after the driver confirms the air pipeline problem, the static test is reselected. The certain time can be, for example, 100 seconds for a 54-car formation and 200 seconds for a 108-car formation, but it is not limited to this, and other values are also applicable to the present invention.

[0036] If the end-of-train air pressure does not reach the expected value after exceeding a certain time, it indicates that the air pipeline is abnormal and the static test fails. On the contrary, if the end-of-train air pressure reaches the expected value within a certain time, it is considered a success, effectively testing the air pipeline of the locomotive before the locomotive operation and ensuring the safety and reliability of the locomotive operation.

[0037] The purpose of the static test is to confirm the air pipeline connection status and the air brake establishment and release delay (also known as time) through the control of air brake release before the on-vehicle ATO starts moving under static conditions, without manual intervention, and the parameters obtained in real-time are used for vehicle control, making the vehicle operation more reliable.

[0038] After the on-vehicle ATO outputs a level, the vehicle circuit / equipment converts the level into current and supplies it to the motor, thereby realizing the traction and electric braking control of the motor. Usually, for the same locomotive, as long as the vehicle circuit / equipment is not modified, the level-current mapping relationship will not change. Therefore, the level-current mapping test only needs to be carried out once before the operation of each locomotive. As Figure 2 shown, after the static test is completed, the driver can select and execute it on the DMI (Driver Machine Interface: Human-Machine Interaction Interface) as needed. When the driver selects to execute the level-current mapping test, the control logic of the on-vehicle ATO specifically includes the following test operations: First, the locomotive outputs different levels of traction and records the current magnitudes corresponding to different traction levels in real-time; Then, based on the recorded results, the data of the original level-traction ammeter is corrected to the corresponding relationship of the level-traction current in the test results, forming a new level-traction ammeter . After the test is completed, subsequent on-vehicle ATO control calculations are all indexed and queried through the corrected level-traction ammeter.

[0039] The basic resistance test is used to cope with the influence of weather on the driving control effect. As Figure 2 shown, the basic resistance test is automatically carried out by the on-vehicle ATO once during each operation. If the weather or formation changes again after execution, the test can be carried out again according to the driver's selection. The timing and control process of the on-vehicle ATO automatically carrying out the basic resistance test specifically include the following test operations: First, after the locomotive starts moving and the whole vehicle is in a flat slope area where the front is flat within a certain range and the speed is greater than the first preset speed, the time for applying the coasting command is the first preset time; among them, the first preset speed can be 35 km / h (kilometers per hour), and the first preset time can be 10 seconds, but it is not limited to this. According to the locomotive operation environment, selecting the first preset speed of 40 km / h and the first preset time of 20 seconds, etc. are all applicable to the present invention. The following steps are all exemplified by selecting the first preset speed of 35 km / h and the first preset time of 10 seconds. In addition, the certain range can be 2 km, but it is not limited to this. Other distances such as 3 km, etc. are all applicable to the present invention.

[0040] Second, obtain the starting speed when starting to execute the test and the speed after the second preset time 、 The speed at the end of the basic resistance test after the first preset time is ; The second preset time can be 5 seconds, but is not limited thereto, and other values such as 4 seconds are applicable to the present invention.

[0041] Based on the obtained speed 、 、 、 the second preset time, and the first preset time, calculate the average speed and average acceleration within the second preset time, the average speed and average acceleration within the time period between the second preset time and the first preset time, and the average speed and average acceleration within the first preset time; specifically, the second preset time is the first stage of the basic resistance test, the time period between the second preset time and the first preset time is the second stage, and the first preset time is the entire stage. Thus, the average speed in the first stage is: , and the average acceleration is ; The average speed in the second stage is , and the average acceleration is ; The average speed in the entire stage is , and the average acceleration is .

[0042] Based on substituting the calculated three groups of average speeds and average accelerations into the reference resistance formula respectively, we get: , where m is the total weight of the train; Solve the above three formulas to obtain A1 、 B1 、 C1 values, and substitute them back into the reference resistance formula to obtain the corrected resistance formula: w1 = A1 + B1v + C1v 2 , where v is the locomotive speed, w 、 w1 both represent the locomotive reference resistance, only to distinguish the locomotive reference resistance after different tests. In addition, In

[0043] Further, as Figure 2As shown, the automatic execution of the air brake test includes that after each modification of the locomotive formation, after completing the basic resistance test in the static test and the dynamic test, when the train speed is greater than the second preset speed for the first time, and the whole train is on a flat slope or a downhill slope currently, and still on a flat slope or a downhill slope within the subsequent first preset distance, the air brake test is automatically executed. Among them, the second preset speed can be 50 km / h (kilometers per hour), and the first preset distance is 2 km (kilometers), but it is not limited to this. According to the locomotive operation environment, if the second preset speed is selected as 60 km / h and the first preset distance is selected as other values, they are all applicable to the present invention. In the following steps, the second preset speed is selected as 50 km / h (kilometers per hour) and the first preset distance is selected as 2 km for exemplary illustration.

[0044] The operation of the brake test specifically includes (1) Cut off traction and electric braking (electric brake), output the brake of the large brake with a pressure quantity of the third preset pressure, monitor the end-of-train air pressure and speed in real time, and record the speed of the locomotive at the start of the large brake v 4 and the moment t 4, the speed of the locomotive when the large brake is established v 5 and the moment when the large brake is established t 5; among them, the third preset pressure is 50 kPa (kilopascals), but it is not limited to this. Other preset pressure values, etc., are also applicable to the present invention. In the following steps, the third preset pressure is taken as 50 kPa for exemplary illustration.

[0045] Based on the recorded t 4, t 5 and the reference air brake establishment time formula, obtain the re-corrected air brake establishment time; specifically, re-correct the air brake establishment time formula in the same way as in the static test, that is, obtain the values of the constant coefficients A and B , denoted as , , that is, take the values of t 4, ; Based on , , , , re-correct the constant coefficients A , B again, among which, , , in the formula, is the decompression amount used in subsequent train control; Substitute the re-corrected A , BSubstitute it into the reference air braking establishment time formula to obtain the air braking establishment time after further correction.

[0046] (2) After the third preset pressure (i.e., 50 kPa) is fully established (i.e., the end of the train also reaches a 50 kPa pressure reduction, indicating that the whole train has completed the pressure reduction), after maintaining for the third preset time, record the speed of the air braking when it is fully established as v 6. The speed after the third preset time is v 7; The third preset time can be 5 seconds, but is not limited thereto, and other values such as 6 seconds are also applicable to the present invention. The existing reference value comes from conventional look-up tables, as shown in Table 1: Table 1 Service braking coefficient

[0047]

[0048] However, the above existing service braking coefficients cannot be applied to the changes in the formation in real time. Therefore, in the embodiments of the present invention, based on v 6, v 7 and the service braking coefficient formula, obtain the corrected service braking coefficient ; wherein, the service braking coefficient formula satisfies:

[0049] wherein, n 机车 is the number of locomotives, n 货车 is the number of freight cars, kN is the unit, kilonewton, , is the vehicle weight, is the average speed within these 5 seconds, i.e., , is the and the air braking force calculated based on the "basic resistance test", i.e., = A1 + B1 + C1 2 . The resultant force of the locomotive operation includes the air braking force and the air resistance. Subtracting the air resistance from the resultant force is the air braking force.

[0050] The air braking force satisfies: wherein, is the corrected service braking coefficient, v is the speed of the locomotive.

[0051] After the formation change, at the corresponding decompression amount, by correcting the service brake coefficient, the air braking force is obtained, thereby making the operation control of the locomotive more reliable.

[0052] (3) Release the air brake at the third preset pressure (50 kPa), and record the duration of the release process as ; Based on and the reference air brake release time formula, the air brake release time is corrected again.

[0053] Specifically, based on the reference air brake release time formula, the constant C in the formula is corrected, and the corrected constant C satisfies , and in the static test, where T 静 is t 3 in the above static test; The constant C of the release time under different decompression amounts is corrected to: , is the decompression amount used for subsequent train control, The C after the second correction is substituted into the reference air brake release time formula to obtain the air brake release time after the second correction.

[0054] In addition, different decompression amounts will result in different decompression effects. The on-vehicle ATO generally outputs decompression amounts including but not limited to 50 - 100 kPa. The greater the decompression amount, the greater the delay and effect. Therefore, measure the maximum decompression amount in the static test and the minimum decompression amount in the dynamic brake test, and then determine the coefficient in the decompression amount function (linear function) between them through the maximum and minimum points. Furthermore, by measuring the charging and discharging wind delay at 100 kPa in the static state and the charging and discharging wind delay at 50 kPa in the dynamic state, the charging and discharging wind delay formula for any decompression amount is deduced, increasing the applicability and reliability of locomotive operation.

[0055] In the embodiment of the present invention, the on-vehicle ATO conducts normal train control based on the corrected parameters. The existing locomotive ATO through-train test only performs fixed operations at fixed positions to confirm the through situation of the air brake pipeline, without correcting the charging and discharging wind delay and the air braking performance under different locomotives and different operation conditions. In the embodiment of the present invention, through a combination of static and dynamic brake test methods, the delay corresponding to different decompression amounts and the corresponding relationship between the decompression amount and the air braking force are corrected, making the locomotive operation more reliable.

[0056] Such as Figure 3As shown, an overload locomotive automatic driving parameter adjustment system capable of executing the above method is also disclosed in an embodiment of the present invention. The system includes a creation module and an execution model. The creation module is used to create multiple test items based on a man-machine interaction interface; the execution module is used to select and / or automatically execute one or more different test items based on the locomotive operation state to correct the corresponding automatic driving parameters.

[0057] In an embodiment of the present invention, the test items include a static test and multiple dynamic tests. The multiple dynamic tests include a gear-position - current mapping test, a basic resistance test, and an air brake trial brake test. Among them, the static test is used to correct the air brake establishment time and the air brake release time, and to determine the air pipeline through state; the gear-position - current mapping test is used to correct the mapping relationship between different locomotive gear positions and motor currents; the basic resistance test is used to correct the basic resistance formula; the air brake trial brake test is used to correct the air brake establishment and release time under different decompression amounts and the corresponding relationship between the decompression amount and the air braking force magnitude.

[0058] By means of a trial brake method combining static and dynamic, the delay corresponding to different decompression amounts and the corresponding relationship between the decompression amount and the air braking force magnitude are corrected, making the locomotive operation more reliable.

[0059] Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for adjusting parameters of an overload locomotive's automatic driving, characterized in that, including, establishing multiple test items based on a human-machine interaction interface; selecting and / or automatically executing one or more different test items based on the locomotive operation status to correct the corresponding automatic driving parameters.

2. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 1, wherein The test items include a static test and multiple dynamic tests, and the multiple dynamic tests include a gear-current mapping test, a basic resistance test, and an air brake application test; where the static test is used to correct the air brake establishment time and the air brake release time, and to determine the air pipeline through state; the gear-current mapping test is used to correct different locomotive gear-current mapping relationships; the basic resistance test is used to correct the basic resistance formula; the air brake application test is used to correct the air brake establishment and release time under different decompression amounts, and the corresponding relationship between the decompression amount and the air brake force magnitude.

3. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 2, wherein, Selecting and executing the static test based on the locomotive operation status includes selecting and executing the static test in the static state before starting, specifically including applying the large brake to decompress, with the decompression amount being the first preset pressure, and collecting the brake cylinder air pressure and the end-of-train air pressure in real time; Record the time from when the brake valve reduction command is issued by the on-vehicle ATO to when the air pressure in the brake cylinder starts to increase and the time when the end-of-train reaches the target air pressure plus the pressure amount of the second preset pressure ; Based on the recorded time , and the reference air brake establishment time formula, correct the air brake establishment time; after the large brake decompression is stable, releasing the large brake and collecting the brake cylinder air pressure and the end-of-train air pressure in real time; Record the time when the pressure reduction amount from the train-mounted ATO to issue the brake release command to the end-of-train air pressure is reduced to the target air pressure minus the third preset pressure ; Based on the recorded time Modify the air brake release time according to the reference air brake release time formula 4. The method for adjusting the automated driving parameters of a heavy-haul locomotive according to claim 3, wherein The reference air brake establishment time formula satisfies: ， Among them, r is the decompression amount, n is the number of coupled vehicles, A and B are both constant coefficients; Change A to A 静 , with a value of , change B to B 静 , with a value of ; The corrected air brake build-up time is: T1 静 = ; The reference air brake release time formula satisfies: T2= Among them, is a constant coefficient, represents the number of coupled vehicles, represents the amount of released air pressure; Change to C 静 , with a value of ; The corrected air brake release time is: T2 静 = 。 5. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 4, wherein Determining the air pipeline through state includes if the end-of-train air pressure does not reach the expected value after a certain time after the on-vehicle ATO issues an instruction to apply the large brake to decompress or the on-vehicle ATO issues an instruction to release the large brake, then the air pipeline is not through and the static test fails.

6. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 5, wherein, Selecting and executing the gear-current mapping test based on the locomotive operation status includes selecting and executing different locomotive gear-current mapping tests before the operation of each locomotive, specifically including the following test operations: the locomotive outputs traction at different gears and records the current magnitude corresponding to different traction gears in real time; Based on the recorded results, adjust the data of the grade traction ammeter to the corresponding relationship between the grade traction current in the test results, and form a new grade traction ammeter .

7. The method for adjusting the parameters of the heavy-haul locomotive for automatic driving according to claim 6, characterized in that, Automatically executing the basic resistance test based on the locomotive operation status includes automatically executing a basic resistance test every time each locomotive runs, specifically including the following test operations: when the locomotive starts and the whole vehicle is in a flat slope area, the area ahead is all flat slopes within a certain range, and after the speed is greater than the first preset speed, the time for applying the coasting instruction is the first preset time; Obtain the starting speed when starting to execute the test , the speed after the second preset time , the speed when ending the test after the first preset time is ; Based on the obtained speed , , , the second preset time, and the first preset time, calculate the average speed within the second preset time and the average acceleration , the average speed within the time period between the second preset time and the first preset time and the average acceleration as well as the average speed within the first preset time and the average acceleration ; Based on substituting the calculated three sets of average speeds and average accelerations into the reference resistance formula respectively we get: , where m is the total weight of the train; Solve the three groups of formulas to obtain A1 , B1 , C1 . Substitute the values back into the reference resistance formula to obtain the corrected resistance formula: w1 = A1 + B1v + C1v 2 , where v represents the locomotive speed, and w , w1 both represent the reference resistance of the locomotive.

8. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 7, wherein If the weather or formation changes during the operation of the locomotive, it is possible to select to execute the basic resistance test again.

9. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to any one of claims 3-8, characterized in that, Automatically executing the air brake application test based on the locomotive operation status includes automatically executing the air brake application test every time the locomotive formation is modified, after completing the static test and the basic resistance test in the dynamic test, when the train speed is greater than the second preset speed for the first time, and the whole vehicle is currently on a flat slope or a downhill slope, and remains on a flat slope or a downhill slope within the subsequent first preset distance, specifically including the following test operations: Remove the traction and electric braking, output the pressure quantity for the third preset pressure for the brake application of the main brake, monitor the tail-end air pressure and speed of the train in real time, and record the speed of the locomotive at the start of the brake application of the main brake v 4 and the time t 4. The speed of the locomotive when the brake application of the main brake is completed v 5 and the time when the main brake is completed t 5; Record-based t 4、 t 5 and the reference air brake build time formula to obtain the air brake build time after further correction; After the third preset pressure is fully established and maintained for the third preset time, record the speed of the air brake when it is fully established as v 6. The speed after the preset time is v 7; Based on v 6、 v 7 and the common braking coefficient formula, the common braking coefficient is corrected; Release the air brake under the third preset pressure and record the duration of the release process as ; Based on and the reference air brake release time formula, the air brake release time is corrected again.

10. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 9, wherein Record-based t 4、 t 5 and the reference air brake build time formula, obtaining the air brake build time that is corrected again includes, Record-based t 4、 t 5 and the reference air brake establishment time formula to obtain the values of the constant coefficients A and B denoted as 、 ; Based on , , , , the constant coefficients A , B are corrected again, where , , where is the pressure reduction amount used for subsequent train control. After re - correction A and B are substituted into the reference air - brake establishment time formula to obtain the re - corrected air - brake establishment time.

11. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 9, characterized in that, Based on v 6、 v 7 and the common braking coefficient formula, the correction of the common braking coefficient includes Based on v 6 and v 7, calculate the acceleration and average velocity within the third preset time: ， Calculate the air braking force based on the average speed within the calculated third preset time and the corrected drag formula = A1 + B1 + C1 2 ; The calculated acceleration, average speed, and air braking force within the third preset time are substituted into the common braking coefficient formula to obtain the corrected common braking coefficient , where the common braking coefficient formula satisfies: Wherein, is the vehicle weight, n 机车 is the number of locomotives, n 货车 is the number of freight cars, kN is in the unit of kilonewton.

12. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 11, characterized in that, It also includes obtaining the air braking force based on the corrected common braking coefficient , and obtaining the air braking force: Among them, v is the speed of the locomotive.

13. The method for adjusting the automatic driving parameters of a heavy-haul locomotive according to claim 9, wherein Based on and the reference air brake release time formula, the air brake release time is corrected again, including Based on the reference air brake release time formula, the constants in the formula C are corrected. The corrected constants: , Obtain in static testing ; The constants of the relief time under different decompression pressures C Modified to: ； After the second correction C Substitute it into the reference air brake release time formula to obtain the air brake release time after the second correction.

14. An overload locomotive automatic driving parameter adjustment system, characterized in that, including, a establishing module for establishing multiple test items based on a human-machine interaction interface; an executing module for selecting and / or automatically executing one or more different test items based on the locomotive operation status to correct the corresponding automatic driving parameters.

15. The overload locomotive automatic driving parameter adjustment system according to claim 14, characterized in that, The test items include a static test and multiple dynamic tests, and the multiple dynamic tests include a gear-current mapping test, a basic resistance test, and an air brake application test; where The static test is used to correct the air brake establishment time and air brake release time, and to determine the through state of the air pipeline; The gear - current mapping test is used to correct the mapping relationship between different locomotive gears and currents; The basic resistance test is used to correct the basic resistance formula; The air brake trial brake test is used to correct the correspondence between the air brake establishment and release times, the pressure reduction amount, and the magnitude of the air braking force under different pressure reduction amounts.

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