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

Abstract

The present invention discloses a method and system for adjusting the parameters of automatic driving for heavy-haul locomotives. The method comprises: first, establishing multiple test items based on a human-computer interaction interface; then, based on the locomotive's operating status, selecting and / or automatically executing one or more different test items to modify the corresponding automatic driving parameters. Through different test items, the traction and braking characteristics of the automatic driving for heavy-haul locomotives are adaptively adjusted to adapt to heavy-haul train operations with different train formations, weather conditions, and car numbers, thereby improving the reliability of train operations.

Description

Technical Field

[0001] The present invention belongs to the field of rail transportation, and in particular relates to a method and system for adjusting automatic driving parameters of a heavy-load locomotive. Background Art

[0002] The train operation control system, also known as the train control system, is a key technology for ensuring safe and high-speed train operation. The Automatic Train Operation (ATO) subsystem is a crucial component of the system, enabling automatic control of the train's traction and braking. The train's traction and braking characteristics are crucial factors in determining the effectiveness of ATO control.

[0003] In subway trains and EMUs, traction-braking characteristics are stable: as long as the vehicle type, formation, and weight are fixed, the correspondence between the braking force and the braking force is fixed, and the braking delay is small and fixed. Air resistance is minimally affected by weather conditions, and the onboard ATO / driver only controls the braking force, while the electric and air braking forces are automatically allocated by the vehicle. Therefore, after initial dynamic measurement of the braking force and braking characteristics, the application of autonomous driving technology in EMUs and subways can be deployed in large quantities, without the need for frequent adjustments throughout the entire operating cycle.

[0004] Heavy-haul locomotives suffer from unstable traction and braking characteristics. Different train formations affect air brake characteristics, and weather fluctuations significantly impact air resistance. Even for the same locomotive model, the mapping between gear position and motor current can vary between locomotives. The onboard automatic transmission (ATO) and driver must separately control the electric and air brakes. Since train formations change with each operation—for example, sometimes a 66-car C64 is coupled, sometimes a 58-car C70 is coupled, and sometimes a 54-car C80 is coupled—it's impractical to perform measurements and modify software parameter configurations before each operation. Consequently, the traction and braking characteristics of heavy-haul trains are unstable, influenced by multiple factors, including train length, train type, locomotive type, and weather conditions. Even locomotives of the same model respond differently to the same gear position. During manual operation, drivers estimate the traction and braking characteristics of heavy-haul trains based on experience, feel, and through-tests, but are unable to adapt to the varying train formations, weather conditions, and car numbers. Summary of the Invention

[0005] In view of the above problems, the present invention aims to provide a method for adjusting parameters of automatic driving of a heavy-load locomotive, comprising:

[0006] Establish multiple test items based on the human-computer interaction interface;

[0007] Based on the locomotive operating status, one or more different test items are selected and / or automatically executed to correct the corresponding automatic driving parameters.

[0008] Furthermore, the test items include a static test and multiple dynamic tests, wherein the multiple dynamic tests include a level-current mapping test, a basic resistance test, and an air brake test test; wherein,

[0009] The static test is used to correct the air brake build-up time and the air brake release time, and to determine the air line penetration status;

[0010] The level-current mapping test is used to correct the level-current mapping relationship of different locomotives;

[0011] The basic resistance test is used to modify the basic resistance formula;

[0012] The air brake test is used to correct the corresponding relationship between the air brake release time, the decompression amount and the air braking force under different decompression amounts.

[0013] Furthermore, based on the locomotive operating state, the static test is selected to be performed, including the static test in the static state before starting the locomotive, specifically including:

[0014] The gate is decompressed to the first preset pressure, and the brake cylinder air pressure and the tail air pressure are collected in real time;

[0015] Record the time from when the vehicle-mounted ATO issues the brake decompression command to when the brake cylinder air pressure begins to increase And the time when the tail reaches the target wind pressure plus the second preset pressure ;

[0016] Based on the time of the record 、 and a base air brake build-up time formula to correct the air brake build-up time;

[0017] After the gate pressure is stabilized, release the gate and collect the brake cylinder wind pressure and the tail wind pressure in real time;

[0018] The time from when the onboard ATO issues the command to release the gate to when the wind pressure at the rear of the train is relieved to the target wind pressure minus the third preset pressure is recorded as ;

[0019] Based on the time of the record and the baseline air brake release time formula to correct the air brake release time.

[0020] Furthermore, the reference air brake build-up time formula satisfies:

[0021] ,

[0022] in, r is the amount of decompression, n is the number of connected vehicles,A and B are all constant coefficients;

[0023] Will A Corrected to A 静 , the value is ,Will B Corrected to B 静 , the value is ;

[0024] The corrected air brake establishment time is: T1 静 = ;

[0025] The base air brake release time formula satisfies:

[0026] T2=

[0027] in, is a constant coefficient, Indicates the number of connected vehicles, Indicates the amount of wind pressure relief;

[0028] Will Corrected to C 静 , the value is ;

[0029] The corrected air brake release time is: T2 静 = .

[0030] Further, determining the air line connection state includes:

[0031] If the tail wind pressure does not reach the expected level after a certain period of time after the on-board ATO issues a command to apply gate pressure reduction or a command to relieve gate, the air line is not connected and the static test fails.

[0032] Furthermore, based on the locomotive operating status, selecting to perform the level-current mapping test includes selecting to perform different locomotive level-current mapping tests before each locomotive is put into operation, specifically including the following test operations:

[0033] The locomotive outputs traction at different levels and records the current corresponding to different traction levels in real time;

[0034] Based on the recorded results, the level traction current meter The data is adjusted to the corresponding relationship of the level traction current in the test results to form a new level traction current table .

[0035] Furthermore, based on the locomotive operating status, automatically performing a basic resistance test includes automatically performing a basic resistance test each time each locomotive is running, specifically including the following test operations:

[0036] When the locomotive starts, the entire vehicle is in a flat slope area, the area ahead is flat slope 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;

[0037] Get the starting speed when the test starts , speed after the second preset time , the speed at which the test ends after the first preset time is ;

[0038] Based on the speed of acquisition 、 、 , the second preset time and the first preset time, calculate the average speed within the second preset time and average acceleration , the average speed in the time period between the second preset time and the first preset time and average acceleration And the average speed within the first preset time and average acceleration ;

[0039] Based on the calculated three sets of average speed and average acceleration, they are respectively substituted into the benchmark resistance formula In, we get:

[0040] ,in, m is the total weight of the train;

[0041] Solving the three sets of formulas, we get A1 、 B1 、 C1 The value of is substituted into the reference resistance formula to obtain the revised resistance formula: w1 = A1 + B1v + C1v 2 ,in, v Indicates the locomotive speed, w 、 w1 Both represent the locomotive base resistance.

[0042] Furthermore, if the weather or the train formation changes during the operation of the locomotive, the basic resistance test can be performed again.

[0043] Furthermore, based on the locomotive operating status, the air brake test is automatically executed each time the locomotive is modified, after completing the basic resistance test in the static test and the dynamic test, the train speed is greater than the second preset speed for the first time, and the entire train is currently on a flat slope or downhill, and is still on a flat slope or downhill within the first preset distance. The air brake test is automatically executed, specifically including the following test operations:

[0044] Cut off the traction and electric brake, output pressure is the third preset pressure, brake the train, monitor the wind pressure and speed at the end of the train in real time, and record the speed of the train when the brake starts. v 4 and time t 4. The speed of the locomotive when the main brake is established v 5 and when the gate is completed t 5;

[0045] Record-based t 4. t 5 and the reference air brake establishment time formula to obtain the revised air brake establishment time;

[0046] After the output of the third preset pressure is fully established and maintained for the third preset time, the speed of the air brake when it is fully established is recorded as v 6. After the preset time, the speed is v 7;

[0047] based on v 6. v 7 and the common braking coefficient formula, the common braking coefficient Make corrections;

[0048] Release the air brake under the third preset pressure and record the duration of the release process. ;

[0049] based on And the benchmark air brake relief time formula, and correct the air brake relief time again.

[0050] Furthermore, based on the record t 4. t 5 and the reference air brake establishment time formula, the revised air brake establishment time is obtained including:

[0051] Record-based t 4. t 5 and the benchmark air brake build-up time formula to obtain the constant coefficient A and B The value of 、 ;

[0052] based on 、 、 、 , again for the constant coefficient A 、 B Make corrections, where

[0053] , , where This is the decompression amount used in subsequent vehicle control;

[0054] Will be revised again A 、 B Substitute the reference air brake build-up time formula to obtain the revised air brake build-up time.

[0055] Further, based on v 6. v 7 and the common braking coefficient formula, the common braking coefficient The amendments include,

[0056] based on v 6 and v 7. Calculate the acceleration and average speed within the third preset time:

[0057] ,

[0058] Calculate the air braking force based on the calculated average speed within the third preset time and the modified resistance formula = A1 + B1 + C1 2 ;

[0059] The calculated acceleration, average speed and air brake force within the third preset time Substitute the common braking coefficient formula to obtain the corrected common braking coefficient , where the commonly used braking coefficient formula satisfies:

[0060]

[0061] Where, For vehicle weight, n 机车 is the number of locomotives, n 货车 is the number of trucks, kN The unit is kilonewton.

[0062] Furthermore, it also includes a modified common braking coefficient , get the air braking force:

[0063]

[0064] in, v is the speed of the locomotive.

[0065] Further, based on As well as the base air brake release time formula, the revised air brake release time includes,

[0066] Based on the benchmark air brake release time formula, the constants in the formula are C Make corrections, and the corrected constants are: ,

[0067] Get static test ;

[0068] The constant of the relaxation time under different pressure C Corrected to:

[0069] ;

[0070] Will be revised again C Substitute the reference air brake release time formula into the formula to obtain the revised air brake release time.

[0071] Another object of the present invention is to provide a heavy-load locomotive automatic driving parameter adjustment system, characterized in that it includes:

[0072] Establish a module for establishing multiple test projects based on the human-computer interaction interface;

[0073] The execution module is used to select and / or automatically execute one or more different test items to correct corresponding automatic driving parameters based on the locomotive operating status.

[0074] Furthermore, the test items include a static test and multiple dynamic tests, wherein the multiple dynamic tests include a level-current mapping test, a basic resistance test, and an air brake test test; wherein,

[0075] The static test is used to correct the air brake build-up time and the air brake release time, and to determine the air line connection status;

[0076] The level-current mapping test is used to correct the level-current mapping relationship of different locomotives;

[0077] The basic resistance test is used to modify the basic resistance formula;

[0078] The air brake test is used to correct the corresponding relationship between the air brake release time, the decompression amount and the air braking force under different decompression amounts.

[0079] The method of the present invention adaptively adjusts the automatic driving traction and braking characteristics of heavy-load locomotives through different test items to adapt to heavy-load train operations with different formations, weather conditions, and car numbers, thereby improving the reliability of train operations.

[0080] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0081] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0082] Figure 1 A schematic flow chart of a method for adjusting parameters of an automatic driving vehicle for a heavy-loaded locomotive according to an embodiment of the present invention is shown;

[0083] Figure 2 A schematic flow chart of another method for adjusting parameters of an automatic driving vehicle for a heavy-loaded vehicle according to an embodiment of the present invention is shown;

[0084] Figure 3 A structural schematic diagram of an automatic driving parameter adjustment system for a heavy-load locomotive in an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0085] 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.

[0086] like Figure 1As shown, an embodiment of the present invention discloses a method for adjusting the automatic driving parameters of a heavy-haul locomotive. The method includes first establishing multiple test items based on a human-computer interaction interface; then, based on the locomotive's operating status, selecting and / or automatically executing one or more different test items to modify the corresponding automatic driving parameters. Through different test items, the traction and braking characteristics of the heavy-haul locomotive's automatic train operation (ATO) are adaptively adjusted to adapt to heavy-haul train operations with different train formations, weather conditions, and car numbers (different car numbers), thereby improving the reliability of train operations.

[0087] Specifically, the multiple test items include static tests and dynamic tests. The dynamic tests include a gear-current mapping test, a basic resistance test, and an air brake test. Air brakes are established from the front of the locomotive and extend through air ducts (also known as air ducts) to the rear. Similarly, the air brake is released from the front of the locomotive and gradually releases. Therefore, the static test is used to correct the air brake establishment and release times and determine the air duct continuity. The gear-current mapping test is used to correct the gear-motor current mapping relationship for different locomotives. Existing locomotive automatic transmission (ATO) systems lack automatic gear-current correction and use a static configuration table as input. Different locomotives must be tested and then manually modified. In the embodiments of the present invention, manual modification of the static configuration table (i.e., the gear-current table) is unnecessary. The basic resistance test is used to correct the basic resistance formula. Existing locomotive ATO systems calculate air brake resistance using a fixed formula, which cannot be dynamically adjusted based on weather conditions. Some ATO systems obtain weather information by adding sensors or communicating with the ground, but this increases costs and lacks specific correction methods. In this embodiment of the present invention, corrections can be made dynamically and at any time without adding external equipment. The air brake test corrects the air brake establishment and release delay (i.e., brake establishment time and brake release time) under different decompression amounts, as well as the corresponding relationship between decompression amount and air braking force. This combined static and dynamic testing method corrects the delay and braking force corresponding to different decompression amounts, thereby improving the reliability and safety of train operation.

[0088] In the embodiment of the present invention, based on the locomotive operating status, one or more different test items are selected and / or automatically executed to modify the corresponding automatic driving parameters, such as Figure 2 As shown, first, when the locomotive is in the operating state before starting, a static test is performed, which specifically includes the following test operations:

[0089] First, a gate pressure reduction is applied to a first preset pressure, and the brake cylinder air pressure and the rear end air pressure are collected in real time. For example, the first preset pressure may be 100 kPa (kilopascals), but this is not limiting. Other preset pressure values ​​are also applicable to the present invention. In the following static and dynamic tests, the first preset pressure is 100 kPa for illustrative purposes.

[0090] Secondly, record the time from when the on-board ATO issues the brake pressure reduction command to when the brake cylinder air pressure begins to increase And the time when the wind pressure at the rear of the column reaches the target wind pressure plus the second preset pressure Preferably, the second preset pressure can be 5kPa. This is because, with a rated wind pressure of 600kPa, the tail pressure should be 500kPa after the air brake is stabilized after a 100kPa reduction in pressure. However, considering the error, the pressure is treated as 505kPa. However, this is not limiting. If the error is different in other operating environments, the second preset pressure can also be other values, such as 6kPa. The following steps are all exemplified using 5kPa as the second preset pressure.

[0091] Then, based on the recorded time 、 And the reference air brake establishment time formula, correct the air brake establishment time; wherein, the reference air brake establishment time formula satisfies: ,in, r is the amount of decompression, n is the number of connected vehicles, A and B are all constant coefficients. For example, currently for passenger trains (also known as: passenger vehicles), A =4.1, B =0.002; for freight trains (also known as freight vehicles), A =3.6, B =0.00176. In the embodiment of the present invention, A 、 B Make corrections, A Corrected to A 静 , the value is ,Will B Corrected to B 静 , the value is , the corrected air brake establishment time is: T1 静 = .

[0092] Then, after the gate decompression reaches a first preset pressure (i.e., 100 kPa for example) and stabilizes, the gate is released, and the brake cylinder air pressure and the tail air pressure are collected in real time;

[0093] Then, record the time from when the onboard ATO issues the command to release the gate to when the wind pressure at the rear of the train is relieved to the target wind pressure minus the third preset pressure. ;

[0094] Then, based on the recorded time And the base air brake release time formula, correct the air brake release time. Specifically, the base air brake release time formula satisfies: T2= ;in, is a constant coefficient, and its base value is 0.021. Indicates the number of connected vehicles, Indicates the amount of wind pressure relief; further, Corrected to C 静 , the value is ;

[0095] Finally, the corrected air brake release time is: T2 静 = .

[0096] Furthermore, if the tail wind pressure does not reach the expected level after a certain period of time after the on-board ATO issues an instruction to apply the gate decompression or the on-board ATO issues an instruction to relieve the gate, the air duct is not connected and the static test fails. That is, if the tail wind pressure does not reach the target wind pressure plus the second preset pressure after a certain period of time after the on-board ATO issues an instruction to apply the gate decompression, the air duct is considered to be not connected and the static test fails, or, if the tail wind pressure does not reach the target wind pressure plus the second preset pressure after a certain period of time after the on-board ATO issues an instruction to relieve the gate, the air duct is considered to be not connected and the static test fails. The subsequent driver confirms the air duct problem and reselects the static test. The certain time can be taken as 100 seconds for a 54-train formation and 200 seconds for a 108-train formation, but is not limited to this. Other values ​​are also applicable to the present invention.

[0097] If the tail air pressure does not reach the expected level within a certain period of time, it indicates an air line anomaly and the static test is considered a failure. Conversely, if the tail air pressure reaches the expected level within a certain period of time, it is considered a success, effectively testing the locomotive's air lines before operation, ensuring the safety and reliability of locomotive operation.

[0098] The purpose of the static test is to confirm the air line penetration status and the air brake release delay (also known as time) by controlling the air brake release in a static state before the vehicle-mounted ATO starts. No human intervention is required, and the parameters obtained in real time are used to control the vehicle, making the vehicle operation more reliable.

[0099] After the onboard ATO outputs the level, the vehicle circuit / equipment converts the level into current and provides it to the motor, thereby realizing the traction control of the motor. Under normal circumstances, 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 performed once before each locomotive is put into operation. Figure 2 As shown in the figure, after the static test is completed, the driver can select to execute it in the DMI (Driver Machine Interface) as needed. When the driver selects to execute the level-current mapping test, the control logic of the on-board ATO specifically includes the following test operations:

[0100] First, the locomotive outputs traction at different levels and records the current corresponding to different traction levels in real time;

[0101] Then, based on the recorded results, the original level traction current table The data is corrected to the corresponding relationship of the level traction current in the test results to form a new level traction current table After the test is completed, subsequent on-board ATO control calculations are indexed and queried through the revised level traction current table.

[0102] Basic resistance tests are used to deal with the effects of weather on driving control, such as Figure 2 As shown, the basic resistance test is automatically performed once by the onboard ATO during each operation. If the weather or formation changes again after the test is performed, the test can be performed again according to the driver's selection. The timing and control process of the onboard ATO automatically performing the basic resistance test specifically include the following test operations:

[0103] First, after the locomotive starts, the entire vehicle is within a flat slope area, the slope is flat within a certain range ahead, and the speed is greater than a first preset speed. The coasting instruction is applied for a first preset time. The first preset speed can be 35 km / h (kilometers per hour) and the first preset time can be 10 seconds, but are not limited to these. Depending on the locomotive operating environment, values ​​such as 40 km / h and 20 seconds are applicable to the present invention. The following steps are exemplified using a first preset speed of 35 km / h and a first preset time of 10 seconds. Furthermore, the certain range can be 2 km, but is not limited to this. Other distances, such as 3 km, are also applicable to the present invention.

[0104] Second, get the starting speed when the test starts , speed after the second preset time , the speed at which the basic resistance test ends after the first preset time is ; The second preset time can be 5 seconds, but is not limited to this. Other values ​​such as 4 seconds are applicable to the present invention.

[0105] Based on the speed of acquisition 、 、 , 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 of the first stage is: , the average acceleration is The average speed of the second stage is , the average acceleration is The average speed of the entire stage is , the average acceleration is .

[0106] Based on the calculated three sets of average speed and average acceleration, they are respectively substituted into the benchmark resistance formula In, we get:

[0107] ,in, m is the total weight of the train;

[0108] Solving the above three formulas, we get A1 、 B1 、 C1 The value of is substituted into the reference resistance formula to obtain the revised resistance formula: w1 = A1 + B1v + C1v 2 ,in, v is the locomotive speed, w 、 w1 All represent locomotive base resistance, which is only used to distinguish the locomotive base resistance after different tests. In addition, A, B, and C are constant coefficients in the baseline resistance formula, which are different from the constant coefficients when establishing the above-mentioned air brake relief.

[0109] Further, if Figure 2As shown, the automatic execution of the air brake test includes automatically executing the air brake test each time the locomotive is modified, after completing the basic resistance test in the static test and dynamic test, when the train speed is greater than the second preset speed for the first time, and the entire train is currently on a flat slope or downhill, and when it remains on a flat slope or downhill within the subsequent first preset distance. The second preset speed can be 50 km / h (kilometers per hour) and the first preset distance is 2 km (kilometers), but are not limited to these. Depending on the locomotive operating environment, the second preset speed can be 60 km / h and the first preset distance can be other values. The present invention is also applicable. The following steps are exemplified by selecting 50 km / h (kilometers per hour) as the second preset speed and 2 km as the first preset distance.

[0110] The operation of the gate test specifically includes:

[0111] (1) Cut off traction and electric brake (electric brake), output the brake pressure to the third preset pressure, monitor the wind pressure and speed at the end of the train in real time, and record the speed of the locomotive when the brake starts v 4 and time t 4. The speed of the locomotive when the main brake is established v 5 and when the gate is completed t 5; wherein the third preset pressure is 50 kPa (kilopascal), but is not limited thereto, and other preset pressure values ​​are also applicable to the present invention. In the following steps, the third preset pressure is 50 kPa for exemplary description.

[0112] Record-based t 4. t 5 and the reference air brake establishment time formula, obtain the revised air brake establishment time; specifically, the air brake establishment time formula Make corrections again, the correction method is the same as the static test method, that is, to obtain the constant coefficient A and B The value of 、 , that is, they are t 4. ;

[0113] based on 、 、 、 , again for the constant coefficient A 、 B Make corrections, where

[0114] , , where This is the decompression amount used in subsequent vehicle control;

[0115] Will be revised again A 、 B Substitute the reference air brake build-up time formula to obtain the revised air brake build-up time.

[0116] (2) After the third preset pressure (i.e. 50kPa) is fully established (i.e. the tail of the train also reaches 50kPa decompression, and it is considered that the entire train has completed decompression), after maintaining the third preset time, record the air brake speed when it is fully established. v 6. After the third preset time, the speed is v 7; The third preset time can be 5 seconds, but is not limited thereto. Other values ​​such as 6 seconds are also applicable to the present invention. The benchmark values ​​come from a conventional table lookup, as shown in Table 1:

[0117] Table 1 Common braking coefficients

[0118]

[0119] However, the above existing common braking coefficient cannot be applied to the changes of the formation in real time. v 6. v 7 and the common braking coefficient formula to obtain the corrected common braking coefficient ; Among them, the commonly used braking coefficient formula satisfies:

[0120]

[0121] Among them, n 机车 is the number of locomotives, n 货车 is the number of trucks, kN is the unit, kilonewton, , For vehicle weight, is the average speed in these 5 seconds, that is , To adopt and based on the air braking force calculated in the "Basic Drag Test", i.e. = A1 + B1 + C1 2 . The resultant force for the locomotive to operate includes air braking force and air resistance. The resultant force minus air resistance is the air braking force.

[0122] Air braking force meets:

[0123] in, is the corrected common braking coefficient, v is the speed of the locomotive.

[0124] After the formation changes, the common braking coefficient is corrected under the corresponding pressure reduction to obtain the air braking force, making the operation control of the locomotive more reliable.

[0125] (3) Release the air brake at the third preset pressure (50kPa) and record the duration of the release process. ;

[0126] based on And the benchmark air brake relief time formula, and correct the air brake relief time again.

[0127] Specifically, based on the benchmark air brake release time formula, the constants in the formula are C Corrected, the corrected constant C satisfy, , while in static test ,in, T 静 In the above static test, t 3;

[0128] The constant of the relaxation time under different pressure C Corrected to: , This is the decompression amount used in subsequent vehicle control.

[0129] Will be revised again C Substitute the reference air brake release time formula into the formula to obtain the revised air brake release time.

[0130] Furthermore, different decompression amounts will result in different decompression effects. The onboard ATO generally outputs decompression amounts ranging from, but not limited to, 50 to 100 kPa. The greater the decompression amount, the greater the delay and effect. Therefore, a maximum decompression amount is measured statically, and a minimum decompression amount is measured during dynamic brake testing. The coefficients in the decompression amount function (linear function) between these two points are then determined using the maximum and minimum points. Furthermore, by measuring the charging and discharging delays at 100 kPa statically and 50 kPa dynamically, a formula for calculating the charging and discharging delays for any decompression amount is developed, increasing the applicability and reliability of locomotive operations.

[0131] In this embodiment of the present invention, the onboard ATO performs normal locomotive control based on the corrected parameters. Existing locomotive ATO penetration tests only confirm air brake line penetration in a fixed position and perform fixed operations, without correcting the charging and discharging delays or air brake performance under different locomotive operating conditions. This embodiment of the present invention uses a combination of static and dynamic brake testing to correct the delays corresponding to different decompression amounts, as well as the relationship between decompression amount and air brake force, making locomotive operation more reliable.

[0132] like Figure 3 As shown, an embodiment of the present invention also discloses a heavy-load locomotive automatic driving parameter adjustment system capable of executing the above method, the system includes an establishment module and an execution model, the establishment module is used to establish multiple test items based on the human-computer interaction interface; the execution module is used to select and / or automatically execute one or more different test items based on the locomotive operating status to correct the corresponding automatic driving parameters.

[0133] In an embodiment of the present invention, 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 test 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 penetration state; the gear-current mapping test is used to correct the mapping relationship between different locomotive gears and motor currents; the basic resistance test is used to correct the basic resistance formula; the air brake test test is used to correct the correspondence between the air brake establishment and release time, the decompression amount, and the air braking force under different decompression amounts.

[0134] By combining static and dynamic brake testing methods, the delay corresponding to different decompression amounts and the corresponding relationship between the decompression amount and the size of the air braking force are corrected, making locomotive operation more reliable.

[0135] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for adjusting parameters of automatic driving of a heavy-load locomotive, characterized in that: include, Establish multiple test items based on the human-computer interaction interface; Based on the locomotive operating status, select and / or automatically execute one or more different test items to modify corresponding automatic driving parameters; The test items include static tests, which are used to correct the air brake build-up time and air brake release time, and to determine the air line connection status, including the selection of static tests to be performed in a static state before starting the vehicle, specifically including: The gate is decompressed to the first preset pressure, and the brake cylinder air pressure and the tail air pressure are collected in real time; Record the time from when the vehicle-mounted ATO issues the brake decompression command to when the brake cylinder air pressure begins to increase And the time when the tail reaches the target wind pressure plus the second preset pressure ; Based on the time of the record 、 and a base air brake build-up time formula to correct the air brake build-up time; After the gate pressure is stabilized, release the gate and collect the brake cylinder wind pressure and the tail wind pressure in real time; The time from when the onboard ATO issues the command to release the gate to when the wind pressure at the rear of the train is relieved to the target wind pressure minus the third preset pressure is recorded as ; Based on the time of the record and the baseline air brake release time formula to correct the air brake release time.

2. The heavy-load locomotive automatic driving parameter adjustment method according to claim 1, characterized in that: The test items also include multiple dynamic tests, including a level-current mapping test, a basic resistance test, and an air brake test test; wherein, The level-current mapping test is used to correct the level-current mapping relationship of different locomotives; The basic resistance test is used to modify the basic resistance formula; The air brake test is used to correct the corresponding relationship between the air brake release time, the decompression amount and the air braking force under different decompression amounts.

3. The heavy-load locomotive automatic driving parameter adjustment method according to claim 1, characterized in that: The base air brake build-up time formula satisfies: ， in, r is the amount of decompression, n is the number of connected vehicles, A and B are all constant coefficients; Will A Corrected to A 静 , the value is ,Will B Corrected to B 静 , the value is ; The corrected air brake establishment time is: T1 静 = ; The base air brake release time formula satisfies: T2= in, is a constant coefficient, Indicates the number of connected vehicles, Indicates the amount of wind pressure relief; Will Corrected to C 静 , the value is ; The corrected air brake release time is: T2 静 = .

4. The heavy-load locomotive automatic driving parameter adjustment method according to claim 3 is characterized in that: Determining the air line continuity status includes: If the tail wind pressure does not reach the expected level after a certain period of time after the on-board ATO issues a command to apply gate pressure reduction or a command to relieve gate, the air line is not connected and the static test fails.

5. The heavy-load locomotive automatic driving parameter adjustment method according to claim 4 is characterized in that: Based on the locomotive operating status, the selection of the execution of the level-current mapping test includes the selection of the execution of different locomotive level-current mapping tests before each locomotive is put into operation. Specifically, the test operations include the following: The locomotive outputs traction at different levels and records the current corresponding to different traction levels in real time; Based on the recorded results, the level traction current meter The data is adjusted to the corresponding relationship of the level traction current in the test results to form a new level traction current table .

6. The heavy-load locomotive automatic driving parameter adjustment method according to claim 5, characterized in that: Based on the locomotive operating status, the basic resistance test is automatically performed each time each locomotive is running. Specifically, the test operations include: When the locomotive starts, the entire vehicle is in a flat slope area, the area ahead is flat slope 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; Get the starting speed when the test starts , speed after the second preset time , the speed at which the test ends after the first preset time is ; Based on the speed of acquisition 、 、 , the second preset time and the first preset time, calculate the average speed within the second preset time and average acceleration , the average speed in the time period between the second preset time and the first preset time and average acceleration And the average speed within the first preset time and average acceleration ; Based on the calculated three sets of average speed and average acceleration, they are respectively substituted into the benchmark resistance formula In, we get: ,in, m is the total weight of the train; Solving the three sets of formulas, we get A1 、 B1 、 C1 The value of is substituted into the reference resistance formula to obtain the revised resistance formula: w1 = A1 + B1v + C1v 2 ,in, v Indicates the locomotive speed, w 、 w1 Both represent the locomotive base resistance.

7. The heavy-load locomotive automatic driving parameter adjustment method according to claim 6, characterized in that: If the weather or train formation changes during the operation of the locomotive, you can choose to perform the basic resistance test again.

8. The method for adjusting parameters of automatic driving of a heavy-load locomotive according to any one of claims 1 to 7, characterized in that: Based on the locomotive operating status, the air brake test is automatically executed each time the locomotive is modified, after completing the basic resistance test in the static test and dynamic test, the train speed is greater than the second preset speed for the first time, and the entire train is currently on a flat slope or downhill, and is still on a flat slope or downhill within the first preset distance. The air brake test is automatically executed, including the following test operations: Cut off the traction and electric brake, output pressure is the third preset pressure, brake the train, monitor the wind pressure and speed at the end of the train in real time, and record the speed of the train when the brake starts. v 4 and time t 4. The speed of the locomotive when the main brake is established v 5 and when the gate is completed t 5; Record-based t 4. t 5 and the reference air brake establishment time formula to obtain the revised air brake establishment time; After the output of the third preset pressure is fully established and maintained for the third preset time, the speed of the air brake when it is fully established is recorded as v 6. After the preset time, the speed is v 7; based on v 6. v 7 and the common braking coefficient formula, the common braking coefficient Make corrections; Release the air brake under the third preset pressure and record the duration of the release process. ; based on And the benchmark air brake relief time formula, and correct the air brake relief time again.

9. The heavy-load locomotive automatic driving parameter adjustment method according to claim 8, characterized in that: Record-based t 4. t 5 and the reference air brake establishment time formula, the revised air brake establishment time is obtained including: Record-based t 4. t 5 and the benchmark air brake build-up time formula to obtain the constant coefficient A and B The value of 、 ; based on 、 、 、 , again for the constant coefficient A 、 B Make corrections, where , , where This is the decompression amount used in subsequent vehicle control; Will be revised again A 、 B Substitute the reference air brake build-up time formula to obtain the revised air brake build-up time.

10. The heavy-load locomotive automatic driving parameter adjustment method according to claim 8, characterized in that: based on v 6. v 7 and the common braking coefficient formula, the common braking coefficient The amendments include, based on v 6 and v 7. Calculate the acceleration and average speed within the third preset time: ， Calculate the air braking force based on the calculated average speed within the third preset time and the modified resistance formula = A1 + B1 + C1 2 ; The calculated acceleration, average speed and air brake force within the third preset time Substitute the common braking coefficient formula to obtain the corrected common braking coefficient , where the commonly used braking coefficient formula satisfies: Where, For vehicle weight, n 机车 is the number of locomotives, n 货车 is the number of trucks, kN The unit is kilonewton.

11. The heavy-load locomotive automatic driving parameter adjustment method according to claim 10, characterized in that: Also includes a modified service brake coefficient based on , get the air braking force: in, v is the speed of the locomotive.

12. The heavy-load locomotive automatic driving parameter adjustment method according to claim 8, characterized in that: based on As well as the base air brake release time formula, the revised air brake release time includes, Based on the benchmark air brake release time formula, the constants in the formula are C Make corrections, and the corrected constants are: , Get static test ; The constant of the relaxation time under different pressure C Corrected to: ； Will be revised again C Substitute the reference air brake release time formula into the formula to obtain the revised air brake release time.

13. A heavy-load locomotive automatic driving parameter adjustment system, characterized in that: include, Establish a module for establishing multiple test projects based on the human-computer interaction interface; An execution module, configured to select and / or automatically execute one or more different test items to modify corresponding automatic driving parameters based on the locomotive operating status; The test items include static tests, which are used to correct the air brake build-up time and air brake release time, and to determine the air line connection status, including the selection of static tests to be performed in a static state before starting the vehicle, specifically including: The gate is decompressed to the first preset pressure, and the brake cylinder air pressure and the tail air pressure are collected in real time; Record the time from when the vehicle-mounted ATO issues the brake decompression command to when the brake cylinder air pressure begins to increase And the time when the tail reaches the target wind pressure plus the second preset pressure ; Based on the time of the record 、 and a base air brake build-up time formula to correct the air brake build-up time; After the gate pressure is stabilized, release the gate and collect the brake cylinder wind pressure and the tail wind pressure in real time; The time from when the onboard ATO issues the command to release the gate to when the wind pressure at the rear of the train is relieved to the target wind pressure minus the third preset pressure is recorded as ; Based on the time of the record and the baseline air brake release time formula to correct the air brake release time.

14. The heavy-load locomotive automatic driving parameter adjustment system according to claim 13, characterized in that: The test items also include multiple dynamic tests, including a level-current mapping test, a basic resistance test, and an air brake test test; wherein, The level-current mapping test is used to correct the level-current mapping relationship of different locomotives; The basic resistance test is used to modify the basic resistance formula; The air brake test is used to correct the corresponding relationship between the air brake release time, the decompression amount and the air braking force under different decompression amounts.

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