Braking force discrimination-based heavy haul train braking control method, electronic equipment and medium

Abstract

The invention discloses a heavy haul train braking control method based on braking force judgment, electronic equipment and a medium. The method can comprise the steps that the train tail pressure intensity of a train is controlled in a first interval, air braking is applied, and the initial braking performance under different train tail pressure intensities is recorded; determining that the initial scene is a first-time brake test after the heavy haul train is started, and determining a first-time brake test result; before each train runs to the long and large downhill, different train tail pressure intensities are controlled, and the control modes of the trains passing through the long and large downhill are recorded; determining an operation mode boundary line according to the first brake test result, the train tail pressure and the operation mode, and further determining the operation modes of other trains; wherein the control mode comprises a two-brake mode and a three-brake mode. According to the method, the air braking force of the heavy-load combined train is judged, and the braking control process of the train is optimized in combination with the circulating braking control strategy, so that the safety, stability and economical efficiency of the train are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of heavy-haul trains, and more specifically, to a braking operation method, an electronic device, and a medium for a heavy-haul train based on braking force discrimination. Background Art

[0002] Since the 1950s, heavy-haul transportation has developed rapidly worldwide due to its advantages of environmental friendliness, energy conservation, and high efficiency, and has become an important part of modern railway transportation. With the progress of technology and the growth of transportation demand, the mileage of heavy-haul transportation has been continuously extended, and it has shown significant advantages in aspects such as energy conservation and logistics efficiency improvement. However, due to the short departure interval, large train formation length, high total mass of heavy-haul trains, and complex and changeable railway line conditions, the operation safety problem of heavy-haul trains has always been one of the key problems restricting its further development.

[0003] The operation safety of heavy-haul trains is not only related to the stability of the transportation system but also has an important impact on achieving the goal of green and low-carbon transportation. When a large-mass train operates under complex line conditions, factors such as the response efficiency of the braking system, the smoothness of train operation, and the passing ability on curves and slopes directly determine the transportation efficiency and safety. At the same time, due to the particularity of the train length and formation weight, train drivers need to cope with more stringent operation requirements and formulate and execute precise control strategies within a limited reaction time to ensure the on-time operation of the train and avoid safety incidents caused by operation errors.

[0004] Therefore, how to optimize the operation mode of heavy-haul trains, improve the operation efficiency, and reduce the safety risk while ensuring transportation safety has become the core topic of concern in the current railway industry. Solving this problem not only involves the technical optimization of the train braking system and line adaptability but also requires the construction of a scientific operation strategy and an intelligent decision-making support system to provide strong guarantee for the sustainable development of heavy-haul railways.

[0005] Heavy-haul railway lines not only have typical mountain railway characteristics such as long and steep downhill sections and numerous small-radius curves but also pass through multiple bridges and tunnels, forming a high-risk complex section. The maximum line gradient can reach 12‰, making the train face huge operation challenges during operation. Especially under specific working conditions such as long and steep downhill sections, the accuracy and reliability of train braking are particularly important.

[0006] When a train is running on a long and steep downhill slope, due to the persistence and steepness of the slope, solely relying on the electric braking force of the locomotive cannot meet the effective speed control requirements of the train. Therefore, it is necessary to apply air braking for supplementation. However, during the driver's operation, the train needs to be braked and released multiple times (cyclic braking) to avoid overspeed caused by too small braking force and too rapid deceleration or even suspension of the train caused by too large braking force. In this process, how to accurately judge the actual air braking force of the train and the timely cyclic braking control method has become the key to ensuring transportation safety and stability. If the braking force is misjudged, it may lead to too low train speed, triggering a parking and release event, affecting the overall transportation efficiency; on the contrary, if the braking force is too small, it may cause the train to overspeed, posing a safety hazard. Therefore, establishing an accurate braking force discrimination method and dynamically adjusting the braking strategy according to real-time conditions has become the key to improving the operation safety and efficiency of heavy-haul trains.

[0007] In modern heavy-haul railway transportation, especially for 20,000-ton heavy-haul combined trains, the stability and precise control of the train's braking system are crucial. The total traction weight of such heavy-haul trains can reach 20,000 tons, consisting of two locomotives, a controllable train tail, and up to 200 vehicles. The train configuration is relatively complex, with the head locomotive as the main control locomotive and the middle locomotive as the slave control locomotive, ensuring the balanced control and stability of the entire train. According to the requirements of the current operation guidebook, in complex mountainous sections, heavy-haul trains usually need to apply multiple braking and release operations to ensure the safe and stable operation of the train. For example, in a specific section (long and steep downhill slope), the train generally needs to apply three brakings / releases (i.e., "three-brake operation"), and in the case of weak braking force, it may be necessary to adopt the method of two brakings / releases (i.e., "two-brake operation"). This method requires precise real-time monitoring and judgment of the braking force to ensure the safety and stability of the train under complex road conditions such as downhill slopes.

[0008] Currently, the method of judging the braking force relies on multi-point brake tests, driver experience, and braking efficiency evaluation. Therefore, there are relatively significant limitations in the current brake test method and braking force judgment standard, mainly reflected in: the uncertainty of the braking force caused by the difference in the distribution of the train pipe pressure, the interference of the initial conditions brought by the difference in equipment status, and the subjectivity of the evaluation caused by the excessive dependence on the driver's operation skills. These problems not only restrict the accuracy of the train braking force judgment but also increase the complexity and safety risks of train operation.

[0009] Therefore, it is necessary to develop a braking control method, electronic device, and medium for heavy-haul trains based on braking force discrimination.

[0010] The information disclosed in the background section of the present invention is only intended to deepen the understanding of the general background of the present invention, and should not be regarded as an admission or any form of implication that this information constitutes the prior art known to those skilled in the art. Summary of the Invention

[0011] The present invention provides a braking operation method, an electronic device, and a medium for a heavy-haul train based on braking force discrimination, which can discriminate the air braking force of a heavy-haul combined train and optimize the braking control process of the train by combining a cyclic braking operation strategy, thereby improving the safety, stability, and economy of the train.

[0012] In a first aspect, an embodiment of the present disclosure provides a braking operation method for a heavy-haul train based on braking force discrimination, including:

[0013] Control the end-of-train pressure of the train within a first interval, apply air braking, and record the initial braking performance at different end-of-train pressures.

[0014] Determine that the initial scenario is the first brake test after the heavy-haul train departs, and determine the result of the first brake test.

[0015] Before each train runs to the long and steep downhill section, control different end-of-train pressures and record the operation modes of the train passing through the long and steep downhill section.

[0016] Determine the operation mode boundary line through the result of the first brake test, the end-of-train pressure, and the operation mode, and then determine the operation modes of other trains.

[0017] Wherein, the operation modes include two brakes and three brakes.

[0018] Preferably, the first interval is 584 kPa to 593 kPa.

[0019] Preferably, the result of the first brake test is the speed change after air braking, including:

[0020] Statistically analyze the speed reduction of each train when it travels to a fixed position after applying air braking, and judge the strength of the braking force of the train.

[0021] Preferably, determining the operation mode boundary line through the result of the first brake test, the end-of-train pressure, and the operation mode includes:

[0022] Take the result of the first brake test as the horizontal axis and the end-of-train pressure as the vertical axis to obtain a braking force discrimination diagram.

[0023] In the braking force discrimination diagram, connect the points where the operation mode can be either two brakes or three brakes to obtain the operation mode boundary line.

[0024] Preferably, determining the operation modes of other trains includes:

[0025] For trains passing through the boundary line of the operation mode, select two brakes for their operation modes.

[0026] Preferably, determining the operation modes of other trains includes:

[0027] For trains located on the left side of the boundary line of the operation mode, select three brakes for their operation modes.

[0028] Preferably, determining the operation modes of other trains includes:

[0029] For trains located on the right side of the boundary line of the operation mode, select two brakes for their operation modes.

[0030] In a second aspect, an embodiment of the present disclosure further provides an electronic device, which includes:

[0031] A memory storing executable instructions;

[0032] A processor, where the processor runs the executable instructions in the memory to implement the braking operation method of the heavy-haul train based on braking force discrimination.

[0033] In a third aspect, an embodiment of the present disclosure further provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, it implements the braking operation method of the heavy-haul train based on braking force discrimination.

[0034] The method and apparatus of the present invention have other characteristics and advantages, which will be obvious from the accompanying drawings incorporated herein and the subsequent detailed implementation manners, or will be detailedly described in the accompanying drawings incorporated herein and the subsequent detailed implementation manners. These accompanying drawings and detailed implementation manners are jointly used to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] By describing the exemplary embodiments of the present invention in more detail in conjunction with the accompanying drawings, the above and other objects, features, and advantages of the present invention will become more obvious. Among them, in the exemplary embodiments of the present invention, the same reference numerals generally represent the same components.

[0036] Figure 1 A flowchart showing the steps of a braking operation method of a heavy-haul train based on braking force discrimination according to an embodiment of the present invention.

[0037] Figure 2 A schematic diagram showing the distribution curves of the train pipe pressure under different end-of-train pressures according to an embodiment of the present invention.

[0038] Figure 3 Schematic diagram of the time-domain curve of the train speed change after the first air brake is applied when a train with different tail-end pressures according to an embodiment of the present invention runs to the first long and steep downhill section.

[0039] Figure 4 Schematic diagram of a method for discriminating the air braking force of a heavy-haul combined train according to an embodiment of the present invention. Detailed implementation manners

[0040] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein.

[0041] To facilitate the understanding of the solutions and effects of the embodiments of the present invention, four specific application examples are given below. Those skilled in the art should understand that this example is only for facilitating the understanding of the present invention, and any specific details are not intended to limit the present invention in any way.

[0042] Example 1

[0043] Figure 1 Flowchart showing the steps of a braking operation method for a heavy-haul train based on braking force discrimination according to an embodiment of the present invention.

[0044] As Figure 1 shown, the braking operation method for a heavy-haul train based on braking force discrimination includes: Step 101,; Step 102,; Step 103,; Step 104,.

[0045] Control the tail-end pressure of the train within the first interval, apply air brakes, and record the initial braking performance at different tail-end pressures;

[0046] Determine that the initial scenario is the first brake test after the heavy-haul train departs, and determine the result of the first brake test;

[0047] Before each train runs to the long and steep downhill section, control different tail-end pressures and record the operation modes of the train passing through the long and steep downhill section;

[0048] Determine the operation mode boundary line based on the result of the first brake test, the tail-end pressure and the operation mode, and then determine the operation modes of other trains;

[0049] Among them, the operation modes include two brakes and three brakes.

[0050] In one example, the first interval is from 584 kPa to 593 kPa.

[0051] In one example, the result of the first brake test is the speed change after air braking, including:

[0052] Statistically analyze the speed reduction of each train after applying air brakes until it travels to a fixed position, and determine the braking force strength of the train.

[0053] In one example, determining the operating mode boundary line based on the first brake test result, the end-of-train pressure, and the operating mode includes:

[0054] Use the first brake test result as the horizontal axis and the end-of-train pressure as the vertical axis to obtain a braking force discrimination diagram;

[0055] In the braking force discrimination diagram, connect the points where the operating mode can be either two brakes or three brakes to obtain the operating mode boundary line.

[0056] In one example, determining the operating mode of other trains includes:

[0057] For trains passing through the operating mode boundary line, select the two-brake operating mode.

[0058] In one example, determining the operating mode of other trains includes:

[0059] For trains located on the left side of the operating mode boundary line, select the three-brake operating mode.

[0060] In one example, determining the operating mode of other trains includes:

[0061] For trains located on the right side of the operating mode boundary line, select the two-brake operating mode.

[0062] Specifically, the present invention includes the following content:

[0063] Braking discrimination and control decision-making: Based on brake test analysis, end-of-train pressure influence analysis, and refined control analysis, statistically analyze the control performance of trains under various operating conditions, and combine the fixed-position brake test results and the end-of-train pressure before the train enters a long downhill section to determine the braking force strength of the train;

[0064] Select the optimal control mode: Based on the above discrimination logic, the system classifies the braking force of the train, and thus selects the most suitable control mode for the long downhill section, namely the two-brake or three-brake control mode;

[0065] Optimize control instructions and control feedback: According to the braking force discrimination results under different operating conditions, generate specific control instructions to guide the driver in actual operation. These instructions not only include the braking timing and control parameters for each brake, but also involve how to adjust the braking mode according to the real-time feedback of the train in different sections.

[0066] During the operation of a heavy-haul combined train, the strength of the train's air braking force is one of the key factors ensuring the safe and efficient operation of the train. However, due to differences in the leakage degree of the brake pipe system, the recharging ability of the locomotive, and the recharging time difference during the release after the previous braking among different trains, there are often significant differences in the state of the brake pipe pressure distribution. These factors are particularly obvious during non-first braking and can affect the braking performance of the train. Especially during the cyclic braking stage, the strength of the braking force and the propagation rate of the braking wave may all be disturbed by different brake pipe pressure distributions.

[0067] Traditional braking logic mainly relies on evaluating data at a single test point, ignoring the dynamic changes in the brake pipe pressure distribution, which has a crucial impact on the train's air braking force. Based on the deficiencies of the existing technology, the present invention proposes an air braking force discrimination logic and a cyclic braking operation method that combines the end-of-train pressure to evaluate the train's air braking force in a more accurate and scientific manner, thereby achieving smoother and more stable train operation.

[0068] During the actual operation of the train, there are often large fluctuations in the brake pipe pressure distribution of the train. Especially after the train is released, due to differences in the leakage degree of different vehicles, the charging ability of the locomotive, and the change in the charging time, the brake pipe pressure distribution of the train often has varying degrees of non-uniformity. This non-uniform brake pipe pressure distribution directly affects the application effect of the train's air braking force, and thus affects the deceleration performance of the train. Especially when the train runs to the first long downhill section for braking tests, the pressure at the end of the brake pipe does not always reach the constant pressure state, but is generally lower than 593 kPa, which means that the entire brake pipe pressure distribution is non-uniform at this moment. Therefore, in the present invention, the end-of-train pressure, as a key parameter for evaluating the train's braking force, has important technical significance.

[0069] To deeply study the influence of the brake pipe pressure distribution on the braking force, the present invention uses simulation calculations and experimental methods to analyze the train's air braking process under different initial end-of-train pressures.

[0070] Figure 2 The schematic diagram shows the brake pipe pressure distribution curves of the train under different end-of-train pressures according to an embodiment of the present invention.

[0071] In the train longitudinal dynamics simulation system or the hardware-in-the-loop test bench, the pressure at the end of the brake pipe is controlled between 584 kPa and 593 kPa, and air braking is applied at 1 kPa intervals (the brake pipe is reduced by 50 kPa), and the braking performance of the train under different end-of-train pressures during this braking is recorded, initially obtaining the influence of the pressure at the end of the brake pipe on the train's braking ability. Figure 2The distribution curves of the train pipe pressure under different tail pipe pressures are shown. It can be seen that the differences in the train pipe pressure of the vehicles at the front of the train are relatively small, while those of the vehicles at the rear are significantly increased, and the differences along the length of the train gradually increase. The main reason for this phenomenon is that during the release phase, there are differences in the air charging effects of the slave locomotive and the master locomotive on the train. For the vehicles in front of the slave locomotive, the main and slave locomotives charge the air simultaneously, while for the vehicles at the rear, only the slave locomotive charges the air. As a result, the train pipe pressure of the vehicles in front rises relatively fast, while the rising rate of the train pipe pressure of the vehicles at the rear of the slave locomotive along the length of the train gradually decreases, leading to significant differences in the distribution of the train pipe pressure.

[0072] Figure 3 Fig. shows a schematic diagram of the time-domain curve of the train speed change after the first air brake is applied when a train with different tail pipe pressures runs to the first long and steep downhill section according to an embodiment of the present invention.

[0073] Under different tail pipe pressure conditions, significant differences are shown in the deceleration process of the train after air braking. Figure 3 The train speed change curves under the conditions of the initial tail pipe pressure from 584 kPa to 593 kPa are shown. The data shows that the braking ability of the train with a lower tail pipe pressure is significantly weaker than that of the train with a higher tail pipe pressure.

[0074] To accurately evaluate the strength of the air braking force of a heavy-haul combined train, the present invention first selects the first brake test (at k9+800 to k10+000) after the heavy-haul train departs as the initial scenario, and studies the speed change of the train after the first air brake in the train longitudinal dynamics simulation system or the hardware-in-the-loop test bench (at this time, different train braking forces will also show differences due to the influence of closed cars, vehicle mixed formation, inconsistent braking system states, etc.). The deceleration of each train when running to a fixed position after applying the air brake is statistically analyzed to preliminarily judge the strength of the braking force of the train. Subsequently, when each train runs to the front of the first long and steep downhill section, it is analyzed again by controlling its different tail pipe pressures, and the operation modes of the subsequent trains when passing through the entire section are recorded.

[0075] Figure 4 Fig. shows a schematic diagram of the method for discriminating the air braking force of a heavy-haul combined train according to an embodiment of the present invention.

[0076] Based on the results of the first brake test after the train departs ( Figure 4 horizontal axis), the tail pipe pressure of the train when it runs to the front of the first long and steep downhill section (the first 500 m) ( Figure 4 vertical axis), and the operation mode of the train when passing through the long and steep downhill section ( Figure 4 the discrete points in the figure, that is, the operation mode of using two brakes or three brakes), the brake test method and the braking force judgment standard applicable to heavy-haul trains are finally obtained, that is Figure 4The red line in the figure. This method can accurately evaluate the air braking force of the train and provide a scientific cyclic braking operation strategy.

[0077] For the first brake test after the train departs, the fixed location is at k9+800, the initial braking speed is 70 km / h, the pressure reduction is 50 kPa, and the electric braking force is 400 kN. When the train runs to this position, the train pipe can reach the rated pressure. However, considering the actual operation process, the train is affected by various factors such as C80 / C80B mixed formation, loading quality, closed cars, and weather, and the braking ability of the train will also be different. Due to the large number and uncertainty of these influencing factors, a parameter for changing the braking system efficiency is introduced in the train longitudinal dynamics simulation system or the hardware-in-the-loop test bench to characterize different trains. The strength of the braking force can be initially judged by analyzing the speed change of the train when it runs to k10+800 during the first brake test. Table 1 shows the results of the first brake test, in which the braking force of the train gradually weakens, and the braking force of the train from left to right weakens in turn.

[0078] Table 1 Results of the first brake test

[0079]

[0080] In order to obtain a more accurate way to judge the braking force, different end-of-train pressures are set at a fixed position (the first 500 m) before each train enters the first long downhill section after the first brake test for analysis, with a range of 580 kPa to 593 kPa and an interval of 1 kPa. Based on the requirements of refined operation guidance, the system reasonably adjusts the operation mode of the train and ensures that the train can pass through complex sections smoothly and avoid the situation of additional pressure reduction.

[0081] First, in the train longitudinal dynamics simulation system or the hardware-in-the-loop test bench, attempt to adopt the control method of three brakes (i.e., air brake - release - air brake - release - air brake - release) for each train to pass through the first long and steep downhill section. The braking location of the first brake in the three-brake operation is set at a specific position, that is, when just entering the first long and steep downhill section, and ensure sufficient recharging time during each cyclic braking to ensure the braking effect. When the train can safely and smoothly pass through the first long and steep downhill section by adopting the three-brake control method, the braking force of the train is judged to be strong. When attempting to adopt the three-brake control method, if the train decelerates too slowly after each braking, fails to meet the release requirement before the train exits the long and steep downhill section, thus affecting the subsequent operation and operation cycle, or the speed rises too fast or exceeds the speed limit during release, it indicates that the braking force is weak and cannot effectively meet the control requirements of the three brakes, and it is necessary to adjust to the two-brake control method. Through such refined analysis, the braking force of the train can be more accurately evaluated, and the train control strategy can be optimized to ensure the safety of the train. It is found in the analysis that some trains can choose either the three-brake or the two-brake control method when passing through the first long and steep downhill section. At this time, the braking force of the train is judged to be moderate. At this time, the train adopting the two-brake control method has a higher average speed and shorter time required to pass through this section, which can effectively improve the transportation efficiency. Although the train can ensure safe passage through the long and steep downhill section by adopting both control methods, from the perspective of the driver's operation, adopting the two-brake control method is obviously more convenient because it reduces the number of brake releases and lowers the driver's operation difficulty. From the perspective of the longitudinal impulse level of the train, adopting the two-brake control method helps to reduce the coupler force caused by the air brake release, thus improving the train operation safety. More importantly, from the perspective of transportation economy, when adopting the two-brake control method, the average running speed of the train is increased and the transportation time is shortened, thus improving the transportation efficiency.

[0082] A single control method cannot meet the braking requirements of all trains, and flexibly switching the control method according to the actual braking force and operation conditions of the train can effectively ensure the safe operation of the train. By combining the end-of-train pressure factor, the control strategy can be dynamically adjusted during the train operation.

[0083] Based on the first brake test result at a fixed position after the train departs ( Figure 4 horizontal axis), the end-of-train pressure of the train before running to the first long and steep downhill section (the first 500 m) ( Figure 4 vertical axis), and the operation mode of the train passing through the long and steep downhill section ( Figure 4 discrete points in the middle, that is, the two-brake or three-brake control method), finally obtain the brake test method and braking force judgment standard applicable to heavy-haul trains, that is Figure 4The red line forms a complete set of criteria for judging the strength of braking force and a cyclic braking operation method. Figure 4 Among them, the red solid line represents the dividing line of the strength of the train's braking force. The plan passing through the red solid line indicates that the braking force of the train is moderate. When passing through the first long and steep downhill section, the train can adopt the operation method of using three brakes or two brakes at the same time. Although both operation methods can ensure the safe passage of the train, the method of using two brakes is more superior because it can effectively reduce the coupler force level, increase the train operation speed and simplify the operation process. At the same time, the plan on the left side of the red solid line corresponds to a stronger braking force, and the train should adopt the operation method of using three brakes in this case, while the plan on the right side of the red solid line represents a weaker braking force, and the train should adopt the operation method of using two brakes.

[0084] Through this judgment criterion, the strength of the train's braking force can be accurately divided, and based on different braking force levels, an appropriate operation method can be reasonably selected to ensure the safe, efficient and stable passage of the train through the long and steep downhill section. At the same time, this criterion helps to reduce unnecessary braking and release processes, thus improving the operation efficiency and safety of the train.

[0085] The present invention proposes an air braking force discrimination logic and a cyclic braking operation method for heavy-haul combined trains. By innovatively introducing a dynamic data discrimination mechanism based on the pressure at the end of the train and comprehensively evaluating the test brake results at key nodes during train operation, the accuracy of braking force judgment and the scientificity of cyclic braking operation are significantly improved. Compared with the prior art, the beneficial effects of the present invention are reflected in the following aspects:

[0086] ① Multi-source fusion air braking force dynamic discrimination logic

[0087] The present invention constructs an air braking force discrimination logic that integrates multi-source data such as the pressure distribution characteristics of the train pipe and the train operation speed gradient. Through the continuous data of train test brakes or different stages of entering the long and steep downhill section, the response process of the air braking system is dynamically deduced to judge the strength of the actual braking force and perform hierarchical processing. This logic is different from the traditional single speed reduction evaluation method. It introduces the "acceleration change rate curve slope" and the "pipe pressure fluctuation entropy value index" to comprehensively judge the braking response sensitivity and stability, forming a multi-dimensional evaluation result of the braking force judgment effect, and further improving the accuracy and adaptability of the braking force judgment.

[0088] ② The scientificity and accuracy of braking force judgment are significantly improved. Existing technologies mostly rely on data from a single or two brake test positions or driver experience to evaluate the train's braking force, ignoring the dynamic changes in the train pipe pressure distribution and the impact of refilling time on the braking force. The present invention uses the real-time parameter of the tail pressure before the train enters the first long ramp, and conducts double verification on the deceleration performance of the first brake test after the train starts, effectively making up for the defects of the single data dimension and the evaluation results being easily affected by random factors in the single brake test judgment method. Through a digitized and systematic judgment method, the present invention greatly improves the scientificity and accuracy of braking force evaluation, ensuring the braking reliability of the train under complex line conditions.

[0089] ② Effectively deal with the impact of differences in train pipe pressure distribution. In the operation of heavy-load trains, differences in train pipe pressure distribution are one of the key influencing factors for braking force evaluation, and this issue has not received sufficient attention in the prior art. The present invention monitors the tail pressure in real time and uses it as one of the important bases for braking force judgment, thereby making up for the shortcomings of the existing methods that lead to inaccurate braking force judgment due to different degrees of train pipe leakage, differences in refilling time, etc. Especially in long downhill sections and sections with dense curves, the present invention can dynamically reflect the distribution state of train pipe pressure, making braking force judgment more practical and applicable.

[0090] ③ Reduce the driver's operating burden and improve operational safety. The current technology is highly dependent on the driver's experience in judging the braking force, and requires the driver to make quick decisions on the braking force in a short period of time, which invisibly increases the risk of human operational errors. The present invention directly quantifies the real-time operating parameters of the train into reference operating indicators through a digitized and intelligent braking force evaluation mechanism, providing the driver with an intuitive basis for judging the braking force, and effectively reducing the dependence on the driver's experience and reaction speed. In addition, the present invention leaves a reasonable reaction time for the operation of cyclic braking, significantly alleviates the driver's operating pressure, and improves the safety and reliability of operation.

[0091] ④ Enhance the adaptability and stability of heavy-load train operation. The present invention fully considers the special requirements for train operation under complex line conditions such as long and long downhill slopes, small radius curves, and bridge-tunnel connections. By accurately evaluating the train braking force before cyclic braking, it provides a reliable basis for the selection of subsequent braking methods for the train, avoiding overspeeding due to insufficient braking force, or stopping to alleviate problems due to excessive braking force. At the same time, the present invention designs a highly adaptable judgment logic for different train pipe system states (such as leakage degree, locomotive air charging performance differences), which significantly improves the stability of heavy-load trains under diversified working conditions.

[0092] ⑤Provide data support for intelligent train operation. The present invention adopts a data-driven braking force discrimination logic, which combines the first brake test data after the train departs with the real-time end-of-train pressure data before cyclic braking. This not only optimizes the existing braking operation mode of heavy-haul trains but also provides a technical foundation for the intelligence of future train operation systems. By constructing a dynamic braking force judgment model, the present invention provides high-value data support for the operation optimization, fault diagnosis, and safety warning of intelligent trains, contributing to promoting the development of the heavy-haul railway transportation field towards a more automated and intelligent direction.

[0093] ⑥Promote energy conservation and efficiency improvement in heavy-haul railway transportation. By accurately evaluating the braking force, the present invention effectively avoids parking release or frequent brake-release cycles caused by incorrect braking force judgment, thereby reducing the energy consumption of the braking system and the impact and wear of key components, shortening the train operation time, and improving the train operation efficiency. Especially in the context of the increasing demand for heavy-haul railway transportation, the present invention is of great significance for improving the line passing capacity and operation efficiency, providing strong technical support for the sustainable development of heavy-haul railway transportation.

[0094] In summary, through the innovative braking force discrimination logic and cyclic braking operation method, the present invention significantly improves the safety, stability, and economy of heavy-haul train operation, solves multiple bottleneck problems existing in the prior art, provides technical guarantee for the safe and efficient operation of heavy-haul railway transportation, and has important engineering application value and promotion significance.

[0095] Example 2

[0096] The present disclosure provides an electronic device, which includes: a memory storing executable instructions; a processor that runs the executable instructions in the memory to implement the above-mentioned braking operation method of a heavy-haul train based on braking force discrimination.

[0097] The electronic device according to an embodiment of the present disclosure includes a memory and a processor.

[0098] The memory is used to store non-temporary computer-readable instructions. Specifically, the memory may include one or more computer program products, and the computer program products may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory, etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc.

[0099] The processor may be a central processing unit (CPU) or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device to perform desired functions. In an embodiment of the present disclosure, the processor is used to run the computer-readable instructions stored in the memory.

[0100] Those skilled in the art should understand that, in order to solve the technical problem of how to obtain good user experience effects, this embodiment may also include well-known structures such as communication buses, interfaces, etc., and these well-known structures should also be included in the protection scope of the present disclosure.

[0101] For a detailed description of this embodiment, reference may be made to the corresponding descriptions in the foregoing embodiments, and details will not be repeated here.

[0102] Example 3

[0103] An embodiment of the present disclosure provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the braking operation method of the heavy-haul train based on braking force discrimination is implemented.

[0104] According to the computer-readable storage medium of the embodiment of the present disclosure, non-transitory computer-readable instructions are stored thereon. When the non-transitory computer-readable instructions are run by a processor, all or part of the steps of the methods of the foregoing embodiments of the present disclosure are executed.

[0105] The above-mentioned computer-readable storage medium includes but is not limited to: optical storage media (such as CD-ROM and DVD), magneto-optical storage media (such as MO), magnetic storage media (such as magnetic tapes or external hard drives), media with built-in rewritable non-volatile memories (such as memory cards), and media with built-in ROMs (such as ROM cartridges).

[0106] Those skilled in the art should understand that the purpose of the above description of the embodiments of the present invention is only to exemplarily illustrate the beneficial effects of the embodiments of the present invention, and is not intended to limit the embodiments of the present invention to any of the examples given.

[0107] The above has described the embodiments of the present invention. The above description is exemplary and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations are obvious to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A braking control method for heavy-haul trains based on braking force discrimination, characterized in that Including: Control the end-of-train pressure of the train within the first range, apply air braking, and record the initial braking performance at different end-of-train pressures; Determine that the initial scenario is the first brake test after the departure of a heavy-haul train, and determine the result of the first brake test; Before each train runs to a long and steep downhill section, control different end-of-train pressures and record the operation methods of the trains passing through the long and steep downhill section; Determine the operation method boundary line based on the result of the first brake test, the end-of-train pressure, and the operation method, and then determine the operation methods of other trains; Among them, the operation methods include two brakes and three brakes.

2. The braking control method of the heavy-haul train based on braking force discrimination according to claim 1, wherein, The first range is from 584 kPa to 593 kPa.

3. The braking control method for heavy-haul trains based on braking force discrimination according to claim 1, wherein, The result of the first brake test is the speed change after air braking, including: Statistically analyze the speed reduction of each train when it travels to a fixed position after applying air braking, and judge the braking force of the train.

4. The braking control method for heavy-haul trains based on brake force discrimination according to claim 1, wherein, Determining the operation method boundary line based on the result of the first brake test, the end-of-train pressure, and the operation method includes: Use the result of the first brake test as the horizontal axis and the end-of-train pressure as the vertical axis to obtain a braking force discrimination diagram; In the braking force discrimination diagram, connect the points where the operation method can be either two brakes or three brakes to obtain the operation method boundary line.

5. The braking control method for heavy-haul trains based on braking force discrimination according to claim 4, wherein, Determining the operation methods of other trains includes: For trains passing through the operation method boundary line, select two brakes as their operation method.

6. The braking control method for a heavy-haul train based on braking force discrimination according to claim 4, wherein, Determining the operation methods of other trains includes: For trains located on the left side of the operation method boundary line, select three brakes as their operation method.

7. The braking control method for heavy-haul trains based on braking force discrimination according to claim 4, wherein, Determining the operation methods of other trains includes: For trains located on the right side of the operation method boundary line, select two brakes as their operation method.

8. An electronic device, characterized in that, The electronic device includes: A memory storing executable instructions; A processor that runs the executable instructions in the memory to implement the braking operation method of a heavy-haul train based on braking force discrimination according to any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements the braking operation method of a heavy-haul train based on braking force discrimination according to any one of claims 1-7.

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