Train braking method and device, computer storage medium and terminal

Abstract

The invention discloses a train braking method and device, a computer storage medium and a terminal. According to the embodiment of the invention, by setting a resection traction condition, resection traction judgment is executed when the resection traction condition is met; when the train operation meets the preset traction cutting condition, the signal system is controlled to execute traction cutting operation, and the train braking line is prevented from being lengthened through the traction cutting operation; after traction removal is completed, first braking distance control information is determined according to the braking stage after traction removal, train safety protection is conducted according to the first braking distance control information, and accurate parking processing of the controlled train at the parking point is achieved; based on the train safety protection distance for cutting off traction, the train parking efficiency is ensured, meanwhile, the influence of train braking on operation of other trains is avoided, and the working quality of train braking is improved.

Description

Technical Field

[0001] This document relates to rail transit technology, especially a method, device, computer storage medium and terminal for train braking. Background Art

[0002] When designing the signal system of urban rail transit lines, in order to ensure that the train operation efficiency is not affected while the train stops accurately at the stopping point, a protection section is generally set at the end of the route. The protection section can include one or more tracks, and the length of the protection section should ensure that the train can stop accurately in front of the signal.

[0003] At the terminal track of the line, the train needs to completely enter this track (stop accurately at the stopping point) to perform a return and end - change operation. In this case, a protection section is generally not set separately, but the stopping point is set at a certain distance from the end of the track section. This distance should ensure that the Automatic Train Operation (ATO) system can stop accurately at the stopping point. However, due to limited line conditions, the length of the track here may not be long enough, and the ATO cannot control the train to stop accurately at this stopping point. To achieve accurate stopping at the stopping point, related technologies generally can only lengthen the line and reset the stopping point in the lengthened line to achieve accurate stopping at the stopping point. This not only affects the stopping efficiency of the train but also affects the operation of other trains, reducing the train operation efficiency. How to ensure the stopping efficiency of the train while ensuring the normal operation of other trains and achieving accurate stopping at the stopping point has become a problem to be solved. Summary of the Invention

[0004] An embodiment of the present application provides a method for train braking, including: When it is determined that the train operation meets the pre - set conditions for traction cut - off, control the signal system to perform the traction cut - off operation; When it is determined that the traction cut - off is completed, load the pre - stored first braking distance control information, and perform train braking processing according to the loaded first braking distance control information; Among them, the first braking distance control information includes the following braking stages after the traction cut - off is completed: on - vehicle ATP response time, train emergency braking establishment time, and train emergency braking stage. The conditions for traction cut - off include: the distance from the stopping point where the train stops to the safety protection point is less than the first preset distance threshold, and the distance from the front end of the train to the stopping point where it stops is less than the second preset distance threshold. The first preset distance threshold is the distance determined in advance that does not require traction cut - off, and the second preset distance threshold is the distance determined in advance that does not perform train braking processing.

[0005] On the other hand, an embodiment of the present application also provides a computer storage medium, in which a computer program is stored, and when the computer program is executed by a processor, the above - mentioned method for train braking is implemented.

[0006] On the other hand, an embodiment of the present application further provides a terminal, including: a memory and a processor, where a computer program is stored in the memory; wherein, the processor is configured to execute the computer program in the memory; when the computer program is executed by the processor, it implements the method for train braking as described above.

[0007] On another hand, an embodiment of the present application further provides a train braking device, including: a traction processing unit and a braking processing unit; wherein, the traction processing unit is configured to: when it is determined that the train operation meets the conditions for cutting off traction set in advance, control the signal system to perform the traction cutting-off operation; the braking processing unit is configured to: when it is determined that the traction cutting-off has been completed, load the pre-stored first braking distance control information, and perform train braking processing according to the loaded first braking distance control information; wherein, the first braking distance control information includes the following braking stages after the traction cutting-off is completed: on-vehicle ATP response time, train emergency braking establishment time, and train emergency braking stage; the conditions for cutting off traction include: the distance from the stop point where the train stops to the safety protection point is less than the first preset distance threshold, the distance from the front end of the train to the stop point where the train stops is less than the second preset distance threshold, the first preset distance threshold is the distance determined in advance without the need to cut off traction; the second preset distance threshold is the distance determined in advance without performing train braking processing.

[0008] By setting the conditions for cutting off traction in the embodiments of the present disclosure, a judgment on cutting off traction is made when the conditions for cutting off traction are met; when the train operation meets the conditions for cutting off traction set in advance, the signal system is controlled to perform the traction cutting-off operation, and the elongation of the train braking line is avoided through the traction cutting-off operation; after the traction cutting-off is completed, the first braking distance control information is determined according to the braking stage after the traction cutting-off, and train safety protection is performed according to the first braking distance control information, realizing accurate stopping of the train at the stop point; based on the train safety protection distance after the traction cutting-off, while ensuring the train stopping efficiency, the impact of train braking on the operation of other trains is avoided, and the working quality of train braking is improved.

[0009] Other features and advantages of the present application will be described in the subsequent specification, and part of them will become obvious from the specification, or be understood by implementing the present application. Other advantages of the present application can be realized and obtained through the solutions described in the specification and the accompanying drawings. Description of the Drawings

[0010] The accompanying drawings are used to provide an understanding of the technical solutions of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solutions of the present application and do not constitute a limitation to the technical solutions of the present application.

[0011] Figure 1 It is a flowchart of the method for train braking according to an embodiment of the present disclosure; Figure 2 It is a model diagram for performing braking processing according to the first braking distance control information in an embodiment of the present disclosure; Figure 3 It is a model diagram for performing braking processing according to the second braking distance control information in an embodiment of the present disclosure; Figure 4 It is a structural block diagram of the device for train braking according to an embodiment of the present disclosure. Detailed implementation manners

[0012] The present application describes multiple embodiments, but the description is exemplary rather than restrictive, and it is obvious to those of ordinary skill in the art that there can be more embodiments and implementation solutions within the scope covered by the embodiments described in the present application. Although many possible feature combinations are shown in the accompanying drawings and discussed in the detailed implementation manners, many other combination ways of the disclosed features are also possible. Unless specifically restricted, any feature or element of any embodiment can be combined with any other feature or element in any other embodiment, or can replace any other feature or element in any other embodiment.

[0013] The present application includes and contemplates combinations with features and elements known to those of ordinary skill in the art. The embodiments, features, and elements already disclosed in the present application can also be combined with any conventional features or elements to form a unique inventive solution. Any feature or element of any embodiment can also be combined with features or elements from other inventive solutions to form another unique inventive solution. Therefore, it should be understood that any feature shown and / or discussed in the present application can be implemented alone or in any suitable combination. Therefore, except for the limitations made according to the appended claims and their equivalent replacements, the embodiments are not subject to other limitations. In addition, various modifications and changes can be made within the scope of protection of the appended claims.

[0014] In addition, when describing representative embodiments, the specification may have presented a method and / or process as a specific sequence of steps. However, to the extent that the method or process does not depend on the specific order of the steps described herein, the method or process should not be limited to the specific sequence of steps described. As will be understood by those of ordinary skill in the art, other sequences of steps are possible. Therefore, the specific order of steps set forth in the specification should not be construed as a limitation on the claims. In addition, the claims directed to the method and / or process should not be limited to performing their steps in the order written, as those skilled in the art can readily understand that these orders can vary and still remain within the spirit and scope of the embodiments of the present application.

[0015] Figure 1 is a flowchart of the method for train braking according to the embodiments of the present disclosure. As Figure 1 shown, it includes: Step 101: When it is determined that the train operation meets the pre-set conditions for traction cut-off, control the signal system to perform the traction cut-off operation; Step 102: When it is determined that the traction cut-off is completed, load the pre-stored first braking distance control information, and perform train braking processing according to the loaded first braking distance control information.

[0016] Among them, the first braking distance control information includes the following braking stages after the traction cut-off is completed: on-vehicle ATP response time, train emergency braking establishment time, and train emergency braking stage; the conditions for traction cut-off include: the distance from the parking point where the train stops to the safety protection point is less than the first preset distance threshold, the distance from the front end of the train to the parking point where it stops is less than the second preset distance threshold, the first preset distance threshold is the distance determined in advance without the need for traction cut-off; the second preset distance threshold is the distance determined in advance without performing train braking processing.

[0017] The embodiments of the present disclosure set the conditions for traction cut-off, and perform the judgment of traction cut-off when the conditions for traction cut-off are met; when the train operation meets the pre-set conditions for traction cut-off, control the signal system to perform the traction cut-off operation, and avoid the elongation of the train braking line through the traction cut-off operation; after the traction cut-off is completed, determine the first braking distance control information according to the braking stage after the traction cut-off, and perform train safety protection according to the first braking distance control information, realizing accurate stopping control of the train at the parking point; based on the train safety protection distance of the traction cut-off, while ensuring the train parking efficiency, it avoids the impact of train braking on the operation of other trains, and improves the working quality of train braking.

[0018] In an exemplary example, if the embodiments of the present disclosure completely use the above first braking distance control information for train safety protection processing, the length of the track at the end of the line can be reduced, and the operation cost of rail transit can be reduced.

[0019] When the conditions for cut-off traction are not met in the embodiments of the present disclosure, when the distance from the stopping point where the train stops to the safety protection point is greater than or equal to the first preset distance threshold, the train braking process can be performed with reference to the related art; when the distance from the front end of the train to the stopping point where it stops is greater than or equal to the second preset distance threshold, there is no need to perform train braking.

[0020] The process of train safety protection in the embodiments of the present disclosure is essentially the process of train braking.

[0021] In an exemplary example, the embodiments of the present disclosure can determine the first preset distance threshold D1 according to the actual situation, which should ensure the minimum distance for accurate stopping at the stopping point without reducing efficiency, such as 20 - 30 meters, for example, 25 meters.

[0022] In an exemplary example, the embodiments of the present disclosure can determine the second preset distance threshold D2 according to the actual situation, which should ensure no premature speed reduction, such as 150 - 200 meters.

[0023] In an exemplary example, after performing the train braking process according to the loaded first braking distance control information, the method of the embodiments of the present disclosure further includes: Determine that the train does not stop accurately at the stopping point, control the train to reapply traction, and determine whether to control the signal system to re - execute the cut - off traction process according to the running speed of the train after re - applying traction.

[0024] In an exemplary example, the embodiments of the present disclosure determine whether to control the signal system to re - execute the cut - off traction process according to the running speed of the train after re - applying traction, including, When the running speed of the train after re - applying traction is less than the difference between the emergency braking trigger speed (EBI) and a preset first safety protection threshold, and less than or equal to the train safety speed threshold V, keep the applied traction unchanged; When the running speed of the train after re - applying traction is greater than or equal to the difference between EBI and the first safety protection threshold, or the running speed of the train after re - applying traction is greater than the train safety speed threshold V, control the signal system to re - output the cut - off traction process.

[0025] In an exemplary example, the first safety protection difference in the embodiments of the present disclosure can be set according to the requirements of safety protection. For example, it can take a value of 5 km / h.

[0026] In an exemplary example, the train safety speed threshold V in the embodiments of the present disclosure can take a value of 3 km / h.

[0027] In an exemplary example, the embodiments of the present disclosure refer to Figure 2, The first braking distance control information includes the following braking phases after the traction cut-off is completed: on-vehicle ATP reaction time, train emergency braking establishment time, and train emergency braking phase. In the figure, the on-vehicle ATP reaction time is represented by A, the train emergency braking establishment time is represented by B, and the train emergency braking phase is represented by C; in the embodiments of the present disclosure, represents the braking distance of the on-vehicle ATP reaction time in the case of traction cut-off, represents the braking distance of the train emergency braking establishment time in the case of traction cut-off, represents the braking distance of the train emergency braking phase in the case of traction cut-off. The braking distances for the three phases of braking processing after traction cut-off are calculated as follows: ; ; ; In the formula, V 初 represents the train speed when the emergency braking is triggered; Acc 加 represents the equivalent acceleration of the slope where the train is located during braking; Acc 减 represents the minimum emergency braking deceleration that the vehicle can ensure; T ATP反应 represents the time from overspeed occurrence to the ATP outputting the braking command to the vehicle; T 延迟 represents the time for the internal emergency braking command transmission and relay action of the vehicle; T 建立 represents the delay time from the start of applying the emergency braking to the vehicle's braking rate reaching 90% of the target braking rate.

[0028] The total braking distance of the train during braking processing under the traction cut-off treatment in the embodiments of the present disclosure is D A , D B and D C sum.

[0029] In an exemplary example, the method of the embodiments of the present disclosure further includes: When the train operation does not meet the pre-set conditions for traction cut-off, load the pre-stored second braking distance control information, and perform train safety protection (train braking) according to the loaded second braking distance control information; wherein, the second braking distance control information includes the following braking phases: on-vehicle ATP reaction time, train traction cut-off phase, pre-train emergency braking establishment phase, train emergency braking establishment time, and train emergency braking phase.

[0030] Figure 3 is the model diagram for performing braking processing according to the second braking distance control information in the embodiments of the present disclosure, as Figure 3As shown, it includes five stages: on-vehicle ATP reaction time, train traction cut-off stage, stage before train emergency braking is established, train emergency braking establishment time, and train emergency braking stage. In the figure, a represents the on-vehicle ATP reaction time, b represents the train traction cut-off stage, c represents the stage before train emergency braking is established, d represents the train emergency braking establishment time, and e represents the train emergency braking stage. Referring to the relevant principles, calculate the distances of the above five stages of the train braking model respectively, and the braking distance to the target speed can be obtained. From this, the EBI (Emergency Braking Trigger Speed) curve can be derived. When calculating the EBI curve, the braking distance in the most unfavorable situation of the train is considered. The embodiment of the present disclosure performs braking processing according to the second braking distance control information, which can be implemented with reference to related technologies.

[0031] When the embodiment of the present disclosure adopts the traction cut-off operation processing, before the starting point a in the model of performing braking processing according to the second braking distance control information, the signal system first outputs traction cut-off, so that it is not necessary to consider Figure 3 the increase in distance and speed introduced by applying traction in stages a and b in the shown model, which will greatly reduce the total braking distance and improve the braking quality of the train through the traction cut-off operation.

[0032] In an exemplary example, the embodiment of the present disclosure can calculate the corresponding braking distance tables in an offline manner according to the above first braking distance control information and second braking distance control information. After the signal system is powered on, these two braking distance tables are read into the memory for the braking processing of the train. If the offline calculation method is not adopted for implementation, the relevant processing is adjusted accordingly with reference to related technologies.

[0033] The embodiment of the present disclosure also provides a computer storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method for train braking as described above is implemented.

[0034] The embodiment of the present disclosure also provides a terminal, including: a memory and a processor, and a computer program is stored in the memory; wherein, the processor is configured to execute the computer program in the memory; when the computer program is executed by the processor, the method for train braking as described above is implemented.

[0035] Figure 4 It is the structural block diagram of the device for train braking in the embodiment of the present disclosure. As Figure 4 shown, it includes: a traction processing unit and a braking processing unit; wherein, The traction processing unit is set to: when it is determined that the train operation meets the pre-set traction cut-off condition, control the signal system to perform the traction cut-off operation; The braking processing unit is set to: when it is determined that the traction cut-off execution is completed, load the pre-stored first braking distance control information, and perform train braking processing according to the loaded first braking distance control information; Wherein, the first braking distance control information includes the following braking phases after the traction cut-off execution: on-vehicle ATP response time, train emergency braking establishment time, and train emergency braking phase; the conditions for traction cut-off include: the distance from the stop point where the train stops to the safety protection point is less than the first preset distance threshold, the distance from the front end of the train to the stop point where the train stops is less than the second preset distance threshold, the first preset distance threshold is the distance determined in advance without performing traction cut-off; the second preset distance threshold is the distance determined in advance without performing train braking processing.

[0036] In an exemplary instance, the traction processing unit of the embodiment of the present disclosure is further set to: When it is determined that the train does not stop accurately at the stop point for alignment, control the train to reapply traction, and determine whether to control the signal system to re-execute the traction cut-off process according to the running speed of the train after the traction is reapplied.

[0037] In an exemplary instance, the traction processing unit of the embodiment of the present disclosure is further set to determine whether to control the signal system to re-execute the traction cut-off process according to the running speed of the train after the traction is reapplied, including, When the running speed of the train after the traction is reapplied is less than the difference between the emergency braking trigger speed EBI and the preset first safety protection threshold, and less than or equal to the train safety speed threshold, keep the applied traction unchanged; When the running speed of the train after the traction is reapplied is greater than or equal to the difference between EBI and the first safety protection threshold, or the running speed of the train after the traction is reapplied is greater than the train safety speed threshold, control the signal system to re-output the traction cut-off process.

[0038] In an exemplary instance, the first safety protection difference of the embodiment of the present disclosure is set according to the requirements of safety protection.

[0039] In an exemplary instance, the embodiment of the present disclosure The braking distance representing the on-vehicle ATP response time in the case of traction cut-off, The braking distance representing the train emergency braking establishment time in the case of traction cut-off, The braking distance representing the train emergency braking phase in the case of traction cut-off, the braking distances of the three phases of braking processing after the traction cut-off processing are calculated as follows: ; ; ; In the formula, V初 Indicates the train speed when emergency braking is triggered; Acc 加 Indicates the equivalent acceleration of the ramp where the train is located during braking; Acc 减 Indicates the minimum emergency braking deceleration that the vehicle can ensure; T ATP反应 Indicates the time from overspeed occurrence to the ATP outputting braking to the vehicle; T 延迟 Indicates the time for the transmission of the internal emergency braking command of the vehicle and the operation time of the relay; T 建立 Indicates the delay time from the start of applying emergency braking to the vehicle's braking rate reaching 90% of the target braking rate.

[0040] In an exemplary instance, the total braking distance for the train braking process in the embodiment of the present disclosure when traction is cut off is D A 、D B And D C The sum of.

[0041] In an exemplary instance, the braking processing unit in the embodiment of the present disclosure is further set as: When the train operation does not meet the pre-set conditions for cutting off traction, load the pre-stored second braking distance control information, and perform train braking according to the loaded second braking distance control information; Wherein, the second braking distance control information includes the following braking stages: on-vehicle ATP response time, train traction cut-off stage, stage before the establishment of train emergency braking, train emergency braking establishment time, and train emergency braking stage.

[0042] Those of ordinary skill in the art will understand that all or some of the steps in the methods disclosed above, and the functional modules / units in systems and devices, can be implemented as software, firmware, hardware, and appropriate combinations thereof. In the hardware implementation, the division of functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be executed by several physical components in cooperation. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include a computer storage medium (or non-transitory medium) and a communication medium (or transitory medium). As is well known to those of ordinary skill in the art, the term "computer storage medium" includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable instructions, data structures, program modules, or other data. Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cassettes, tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those of ordinary skill in the art that a communication medium typically contains computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transmission mechanism, and can include any information delivery medium.

Claims

1. A method for train braking, characterized in that, Including: When it is determined that the train operation meets the pre-set conditions for traction cut-off, control the signal system to perform the traction cut-off operation; When it is determined that the traction cut-off is completed, load the pre-stored first braking distance control information, and perform train braking processing according to the loaded first braking distance control information; Wherein, the first braking distance control information includes the following braking stages after the traction cut-off is completed: on-vehicle ATP reaction time, train emergency braking establishment time, and train emergency braking stage; the conditions for traction cut-off include: the distance from the stop point where the train stops to the safety protection point is less than the first preset distance threshold, and the distance from the front end of the train to the stop point where the train stops is less than the second preset distance threshold, and the first preset distance threshold is the distance determined in advance that does not require traction cut-off; the second preset distance threshold is the distance determined in advance that does not perform train braking processing.

2. The method according to claim 1, wherein After performing the train braking processing according to the loaded first braking distance control information, the method of the embodiment of the present disclosure further includes: When it is determined that the train does not stop accurately at the stop point, control the train to reapply traction, and determine whether to control the signal system to re-perform the traction cut-off processing according to the running speed of the train after re-applying traction.

3. The method according to claim 2, characterized in that Determining whether to control the signal system to re-perform the traction cut-off processing according to the running speed of the train after re-applying traction includes: When the running speed of the train after re-applying traction is less than the difference between the emergency braking trigger speed EBI and the pre-set first safety protection threshold, and less than or equal to the train safety speed threshold, keep the applied traction unchanged; When the running speed of the train after re-applying traction is greater than or equal to the difference between EBI and the first safety protection threshold, or when the running speed of the train after re-applying traction is greater than the train safety speed threshold, control the signal system to re-output the traction cut-off processing.

4. The method according to claim 1, characterized in that The first safety protection difference is set according to the requirements of safety protection.

5. The method according to claim 1, wherein Indicates the braking distance of the on-vehicle ATP response time under traction cut-off condition, Indicates the braking distance of the emergency braking establishment time of the train under traction cut-off condition, Indicates the braking distance of the emergency braking phase of the train under traction cut-off condition. The braking distances of the three phases of braking processing after the traction cut-off processing are calculated as follows: ； ； ； Where, V 初 represents the train speed when emergency braking is triggered; Acc 加 represents the equivalent acceleration of the ramp where the train is located during braking; Acc 减 represents the minimum emergency braking deceleration that the vehicle can ensure; T ATP反应 represents the time from overspeed occurrence to the ATP outputting braking to the vehicle; T 延迟 Indicates the vehicle internal emergency braking command transmission and relay operation time; T 建立 Indicates the delay time from the start of applying emergency braking until the vehicle braking rate reaches 90% of the target braking rate.

6. The method according to claim 5, characterized in that, The total braking distance for train braking under the described excision traction is D A , D B and D C The sum of 7. The method according to any one of claims 1 to 6, characterized in that, The method further includes: When the train operation does not meet the pre-set conditions for traction cut-off, load the pre-stored second braking distance control information, and perform train braking according to the loaded second braking distance control information; Wherein, the second braking distance control information includes the following braking stages: on-vehicle ATP reaction time, train traction cut-off stage, stage before train emergency braking establishment, train emergency braking establishment time, and train emergency braking stage.

8. A computer storage medium, in which a computer program is stored, and when the computer program is executed by a processor, the method for train braking according to any one of claims 1 to 7 is implemented.

9. A terminal, comprising: A memory and a processor, wherein a computer program is stored in the memory; wherein, The processor is configured to execute the computer program in the memory; When the computer program is executed by the processor, the method for train braking according to any one of claims 1 to 7 is implemented.

10. A device for train braking, comprising: A traction processing unit and a braking processing unit; wherein, The traction processing unit is set to: when it is determined that the train operation meets the pre-set conditions for traction cut-off, control the signal system to perform the traction cut-off operation; The braking processing unit is set to: when it is determined that the traction cut-off execution is completed, load the pre-stored first braking distance control information, and perform train braking processing according to the loaded first braking distance control information; Among them, the first braking distance control information includes the following braking phases after the traction cut-off execution is completed: on-vehicle ATP response time, train emergency braking establishment time, and train emergency braking phase; the conditions for traction cut-off include: the distance from the stopping point where the train stops to the safety protection point is less than the first preset distance threshold, and the distance from the front end of the train to the stopping point where it stops is less than the second preset distance threshold. The first preset distance threshold is the distance determined in advance where traction cut-off is not required; the second preset distance threshold is the distance determined in advance where train braking processing is not performed.

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