Train braking control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of train speed control, in particular to a train braking control method, device and equipment and a storage medium, and the method comprises the steps that the speed tracking deviation of a train is determined in response to the situation that the train enters a target speed supervision area containing uphill; in response to the fact that the speed tracking deviation is larger than a deviation threshold value, wind resistance deceleration and slope deceleration of the train are determined; determining traction acceleration of the train based on the wind resistance deceleration, the slope deceleration and supervised area reference deceleration; in response to the traction acceleration being a positive value, a traction command is generated based on the traction acceleration, and the train is towed based on the traction command. The operation efficiency of the train can be improved conveniently.

Description

Technical Field

[0001] This application relates to the technical field of train speed control, and particularly to a train braking control method, device, equipment, and storage medium. Background Art

[0002] Before a train arrives at a station, there is a Target Speed Monitoring Area (TSM area). When the train enters the TSM area, the Automatic Train Operation (ATO) of the train monitors the speed of the train and decelerates the train according to the reference braking speed curve, so that the train can arrive at the target station on time.

[0003] There are long uphill routes in the TSM areas before some stations. The long uphill routes will cause the train to run at a speed lower than the reference braking speed curve, which will make it difficult for the train to arrive at the target station on time, thus reducing the operation efficiency of the train. Summary of the Invention

[0004] To improve the operation efficiency of the train, this application provides a train braking control method, device, equipment, and storage medium.

[0005] In a first aspect, this application provides a train braking control method, including:

[0006] Responding to the train entering the target speed monitoring area with an uphill section, determining the speed tracking deviation of the train;

[0007] Responding to the speed tracking deviation being greater than a deviation threshold, determining the air resistance deceleration and the slope deceleration of the train;

[0008] Based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the monitoring area, determining the traction acceleration of the train;

[0009] Responding to the traction acceleration being positive, generating a traction command based on the traction acceleration, and pulling the train based on the traction command.

[0010] In a second aspect, this application provides a train braking control device, including:

[0011] A deviation calculation module, configured to respond to the train entering the target speed monitoring area with an uphill section, and determine the speed tracking deviation of the train;

[0012] A deceleration determination module, configured to respond to the speed tracking deviation being greater than a deviation threshold, and determine the air resistance deceleration and the slope deceleration of the train;

[0013] An acceleration determination module, configured to determine the traction acceleration of the train based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the monitoring area;

[0014] A traction acceleration module, configured to, in response to the traction acceleration being positive, generate a traction command based on the traction acceleration and traction the train based on the traction command.

[0015] In a third aspect, the present application provides a computer device, which includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps in the above method are implemented.

[0016] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above method are implemented.

[0017] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program, and when the computer program is executed by a processor, the steps in any of the above method embodiments are implemented.

[0018] For the above train braking control method, device, equipment and storage medium, by responding to the train entering the target speed supervision area containing an uphill section, the speed tracking deviation of the train is determined; in response to the speed tracking deviation being greater than the deviation threshold, the air resistance deceleration and the slope deceleration of the train are determined; based on the air resistance deceleration, the slope deceleration and the reference deceleration of the supervision area, the traction acceleration of the train is determined; in response to the traction acceleration being positive, a traction command is generated based on the traction acceleration, and the train is tractioned based on the traction command. Through the above implementation, when the train enters the target speed supervision area containing an uphill section, not only the air resistance deceleration and the reference deceleration of the supervision area of the train are determined, but also the slope deceleration corresponding to the uphill section of the train is determined. In this way, it is convenient to determine the traction acceleration for the train to catch up with the target speed (the speed that the train should reach when entering the target speed supervision area) through the air resistance deceleration, the reference deceleration of the supervision area, and the slope deceleration. Further, the corresponding traction command can be calculated through the traction acceleration, so as to reduce the speed of the actual speed drop of the train according to the traction command, so that the actual speed of the train is as close as possible to the corresponding target speed. In this way, it is convenient to make the train arrive at the target station on time, thereby improving the operation efficiency of the train.

[0019] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become easily understood through the following description. Description of the Drawings

[0020] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the accompanying drawings required for the embodiments. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0021] Figure 1 It is a flowchart of a train braking control method provided in an embodiment of the present application;

[0022] Figure 2 It is another flowchart of a train braking control method provided in an embodiment of the present application;

[0023] Figure 3 It is yet another flowchart of a train braking control method provided in an embodiment of the present application;

[0024] Figure 4 It is a schematic structural diagram of a train braking control device provided in an embodiment of the present application;

[0025] Figure 5 It is a schematic structural diagram of a computer device provided in an embodiment of the present application;

[0026] Figure 6 It is an internal structural diagram of a computer-readable storage medium provided in an embodiment of the present application. Specific embodiments

[0027] In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the following will further elaborate on the present disclosure in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present disclosure and are not used to limit the present disclosure.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of this article and the above-mentioned drawings are used to distinguish similar objects and do not necessarily need to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, device, product or equipment that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or equipment.

[0029] In this text, the term "and / or" is merely a description of the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone. Additionally, in this text, the character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0030] Embodiment 1

[0031] Figure 1 The flowchart of a train braking control method provided by Embodiment 1 of this application is shown in Figure 1 , and this method can be executed by a device that executes this method. The device can be implemented in software and / or hardware. This method includes:

[0032] S110. In response to the train entering the target speed supervision area containing an uphill section, determine the speed tracking deviation of the train.

[0033] Among them, before the train arrives at the forward stop, it needs to decelerate in advance by braking. To facilitate the train to understand where to start braking and decelerating, a target speed supervision area (TSM area) is set before the stop. When the train enters this TSM area, it starts to brake and decelerate. Among them, the train includes but is not limited to high-speed trains, ordinary passenger trains, ordinary freight trains, etc. Since the geographical locations and surrounding geographical situations of different stops are different, among the TSM areas passed by the train, some TSM areas contain uphill sections, and some TSM areas do not contain uphill sections. To facilitate the operation of the train, the slope inclination angle of the uphill is generally small, so the uphill is generally a long uphill. The method shown in this embodiment is applied to the TSM area containing an uphill section. The moment when the train enters the target speed supervision area containing an uphill section can, in this embodiment, be understood as the moment when the train starts to enter the TSM area, and can also be understood as the moment when the train completely enters the TSM area. In other embodiments, it is not specifically limited.

[0034] It should be noted that the train is equipped with an Automatic Train Operation (ATO) system. When the ATO system determines that the train has entered the target speed supervision area, it will automatically control the train to decelerate according to a preset reference deceleration curve. The reference deceleration curve contains the train reference speed v corresponding to each moment r , and the ATO system can detect the actual speed v of the train corresponding to each moment t , and record the difference between the train reference speed v corresponding to each moment r and the actual speed v of the train t as the speed tracking deviation v e .

[0035] S120. In response to the speed tracking deviation being greater than the deviation threshold, determine the air resistance deceleration and the gradient deceleration of the train.

[0036] Among them, the reference deceleration curve generally does not consider the influence of uphill on the train speed. Uphill will increase the resistance of the train moving forward, resulting in the actual speed of the train being lower than the train reference speed at the corresponding moment. If the difference between the train reference speed and the actual speed of the train at the corresponding moment, that is, the speed tracking deviation at that moment, is too large, it means that the actual speed of the train at this time has been significantly slower than the corresponding train reference speed. When this situation occurs, the train automatic operation system needs to reduce the braking force output, and even apply an appropriate smaller traction force in areas with a large uphill gradient to slow down the speed of the actual speed of the train, so as to catch up with the train reference speed by the actual speed of the train.

[0037] To facilitate measuring whether the speed tracking deviation v e is too large, in this embodiment, a deviation threshold is set according to historical experience data. The deviation threshold is used to compare with the speed tracking deviation v e . If the speed tracking deviation is greater than the deviation threshold, it means that the actual speed of the train at this time has been significantly slower than the corresponding train reference speed; in this embodiment, the deviation threshold is preferably 3 km / h, and in other embodiments, it is not specifically limited.

[0038] Among them, in order to facilitate controlling the train to decelerate slowly with an appropriate traction force when the actual speed of the train is significantly slower than the corresponding train reference speed, this embodiment needs to first determine the air resistance deceleration and the gradient deceleration of the train through the train automatic operation system. Among them, the air resistance deceleration a1 is the deceleration generated by the air resistance on the train when the train runs at the actual speed of the train, and the gradient deceleration a2 is the deceleration generated by the component of the train's gravity along the uphill on the train when the train passes through the uphill in the TSM area.

[0039] S130. Based on the air resistance deceleration, the gradient deceleration, and the supervision area reference deceleration, determine the traction acceleration of the train.

[0040] Among them, when the train automatic operation system determines that the train has entered the target speed supervision area, it will automatically control the train to decelerate according to the preset reference deceleration curve, and record the deceleration corresponding to the reference deceleration curve controlling the train to decelerate as the supervision area reference deceleration a ref .

[0041] It should be noted that when the speed tracking deviation is greater than the deviation threshold, it is necessary to control the train to decelerate slowly with an appropriate traction force, and record the acceleration corresponding to the appropriate traction force as the traction acceleration a t ; the traction acceleration a tThere is a corresponding mathematical calculation relationship with the air resistance deceleration a1, the slope deceleration a2, and the reference deceleration a in the supervision area. Through this mathematical calculation relationship, the air resistance deceleration a1, the slope deceleration a2, and the reference deceleration a in the supervision area ref are calculated, and the traction acceleration a can be calculated ref . t .

[0042] S140. In response to the traction acceleration being positive, a traction command is generated based on the traction acceleration, and the train is towed based on the traction command

[0043] Among them, if the calculated traction acceleration a t is positive, it means that the actual speed of the train at this time needs to slow down the descending speed to catch up with the train reference speed corresponding to the reference deceleration curve; further, through this traction acceleration a t a corresponding traction command can be generated. The traction command includes the traction force corresponding to this traction acceleration a t . Through this traction command, the descending speed of the actual train speed can be reduced, so that the actual train speed can catch up with the train reference speed corresponding to the reference deceleration curve as soon as possible

[0044] It should be noted that in this embodiment, by responding to the train entering the target speed supervision area containing an uphill, the speed tracking deviation of the train is determined; in response to the speed tracking deviation being greater than the deviation threshold, the air resistance deceleration and the slope deceleration of the train are determined; based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area, the traction acceleration of the train is determined; in response to the traction acceleration being positive, a traction command is generated based on the traction acceleration, and the train is towed based on the traction command. Through the above implementation, when the train enters the target speed supervision area containing an uphill, not only the air resistance deceleration and the reference deceleration in the supervision area of the train are determined, but also the slope deceleration corresponding to the uphill of the train is determined. In this way, it is convenient to determine the traction acceleration that enables the train to catch up with the target speed (the speed that the train should reach when entering the target speed supervision area) through the air resistance deceleration, the reference deceleration in the supervision area, and the slope deceleration. Further, the corresponding traction command can be calculated through this traction acceleration, so as to reduce the descending speed of the actual train speed according to this traction command, so that the actual speed of the train is as close as possible to the corresponding target speed. In this way, it is convenient to make the train stop at the target station on time, thereby improving the operation efficiency of the train

[0045] Embodiment 2

[0046] A train braking control method provided in Embodiment 2 of the present application optimizes "determining the air resistance deceleration and gradient deceleration of the train" in Embodiment 1; it should be noted that for parts not detailed in this embodiment, reference can be made to the descriptions of other embodiments. The method includes:

[0047] S210. In response to the train entering the target speed supervision area containing an uphill section, determine the speed tracking deviation of the train.

[0048] S221. In response to the speed tracking deviation being greater than the deviation threshold, obtain the actual train speed corresponding to the speed tracking deviation, and based on the actual train speed and the preset air resistance deceleration calculation formula, determine the air resistance deceleration of the train.

[0049] Among them, if it is determined that the speed tracking deviation is greater than the deviation threshold, it means that the actual train speed at this time has significantly slowed down compared to the corresponding train reference speed. At this time, it is necessary to control the train with an appropriate traction force to reduce the speed at which the actual train speed decreases. Therefore, it is necessary to first calculate the current actual train speed v t corresponding air resistance deceleration. It should be noted that different actual train speeds v t of the train correspond to different air resistance decelerations. In this embodiment, a preset air resistance deceleration calculation formula for mapping the actual train speed v t and the corresponding air resistance deceleration is provided.

[0050] Exemplarily, an air resistance deceleration calculation formula provided in this embodiment is:

[0051] a1 = (1.23 + 0.1524 * v t + 0.00169 * v t 2 ) * 10 -3 ;

[0052] Among them, a1 is the air resistance deceleration, and v t is the actual train speed.

[0053] In other embodiments, the specific form of the air resistance deceleration calculation formula is not limited.

[0054] Among them, the actual train speed corresponding to the speed tracking deviation, that is, the actual train speed v t .

[0055] Specifically, when it is determined that the speed tracking deviation is greater than the deviation threshold, obtain the actual train speed v t used to calculate the speed tracking deviation, and then substitute the actual train speed v t into the preset air resistance deceleration calculation formula for calculation, so as to obtain the air resistance deceleration a1.

[0056] S222. Obtain the slope inclination angle of the uphill in the target speed supervision area, and determine the slope deceleration of the train based on the slope inclination angle and a preset slope deceleration calculation formula.

[0057] Among them, if it is determined that the speed tracking deviation is greater than the deviation threshold, it means that the actual speed of the train is significantly slower than the corresponding reference speed of the train at this time. At this time, it is necessary to control the train with an appropriate traction force to reduce the speed at which the actual speed of the train decreases. For this purpose, it is also necessary to first calculate the slope deceleration corresponding to the slope inclination angle of the uphill in the target speed supervision area.

[0058] In this embodiment, the train automatic operation system set in the train can detect the slope inclination angle of the uphill in the target speed supervision area through corresponding sensors to obtain the slope inclination angle β, and can also directly obtain the slope inclination angle β of the uphill in the target speed supervision area through historical data. In other embodiments, the specific method for obtaining the slope inclination angle β of the uphill in the target speed supervision area is not specifically limited.

[0059] It should be noted that this embodiment presets a slope deceleration calculation formula, which is used to map the slope inclination angle and the slope deceleration corresponding to the slope inclination angle.

[0060] Specifically, when it is determined that the speed tracking deviation is greater than the deviation threshold, obtain the slope inclination angle β of the uphill in the target speed supervision area, and then substitute the slope inclination angle β into the preset slope deceleration calculation formula for calculation, so as to obtain the slope deceleration a2.

[0061] S230. Determine the traction acceleration of the train based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area.

[0062] S240. In response to the traction acceleration being positive, generate a traction command based on the traction acceleration, and traction the train based on the traction command.

[0063] Embodiment III

[0064] A train braking control method provided in Embodiment III of the present application optimizes the "slope deceleration calculation formula" in Embodiment II; it should be noted that for parts not detailed in this embodiment, reference can be made to the descriptions of other embodiments. The method includes:

[0065] S310. In response to the train entering the target speed supervision area containing an uphill, determine the speed tracking deviation of the train.

[0066] S321. In response to the speed tracking deviation being greater than the deviation threshold, obtain the actual train speed corresponding to the speed tracking deviation, and determine the air resistance deceleration of the train based on the actual train speed and a preset air resistance deceleration calculation formula.

[0067] S322. Obtain the slope inclination angle of the uphill in the target speed supervision area, and determine the slope deceleration of the train based on the slope inclination angle and a preset slope deceleration calculation formula.

[0068] Wherein, the slope deceleration calculation formula is:

[0069] a up = g * tanβ, where a up is the slope deceleration, g is the acceleration due to gravity, and β is the slope inclination angle.

[0070] In this embodiment, the slope deceleration is denoted as a up (that is, a2 in the above embodiment).

[0071] It should be noted that generally the slope inclination angle β is relatively small, so the following approximate calculation can be made:

[0072] tanβ = sinβ;

[0073] In this embodiment, the basic calculation formula of the slope deceleration a up is as follows:

[0074] aup = m * g * sinβ / m, where m is the mass of the train and g is the acceleration due to gravity;

[0075] Since, in this embodiment, tanβ = sinβ; therefore:

[0076] a up = m * g * sinβ / m = g * sinβ = g * tanβ.

[0077] S330. Determine the traction acceleration of the train based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area.

[0078] S340. In response to the traction acceleration being positive, generate a traction command based on the traction acceleration, and traction the train based on the traction command.

[0079] Embodiment 4

[0080] A train braking control method provided in the fourth embodiment of the present application optimizes the determination of the traction acceleration of the train in Embodiment 1 based on the air resistance deceleration, the gradient deceleration, and the reference deceleration in the supervision area. It should be noted that for parts not detailed in this embodiment, please refer to the descriptions in other embodiments. The method includes:

[0081] S410. In response to the train entering the target speed supervision area containing an uphill section, determine the speed tracking deviation of the train.

[0082] S420. In response to the speed tracking deviation being greater than the deviation threshold, determine the air resistance deceleration and the gradient deceleration of the train.

[0083] S431. Calculate the sum of the air resistance deceleration and the gradient deceleration to obtain the deceleration sum value.

[0084] Wherein, the traction acceleration a t has a corresponding mathematical calculation relationship with the air resistance deceleration a1, the gradient deceleration a2, and the reference deceleration a ref in the supervision area. In this embodiment, to calculate the traction acceleration a t , it is necessary to first calculate the sum value a1 + a2 of the air resistance deceleration a1 and the gradient deceleration a2, and record this sum value a1 + a2 as the deceleration sum value.

[0085] S432. Calculate the difference between the deceleration sum value and the reference deceleration in the supervision area to obtain the traction acceleration of the train.

[0086] Wherein, the traction acceleration a t has a corresponding mathematical calculation relationship with the air resistance deceleration a1, the gradient deceleration a2, and the reference deceleration a ref in the supervision area. In this embodiment, on the basis of calculating the deceleration sum value a1 + a2, it is also necessary to further calculate the difference value a1 + a2 - a ref between this deceleration sum value a1 + a2 and the reference deceleration a ref , and record this difference value a1 + a2 - a ref as the traction acceleration a t ; that is, in this embodiment, the mathematical calculation relationship between the traction acceleration a t and the air resistance deceleration a1, the gradient deceleration a2, and the reference deceleration a ref in the supervision area is:

[0087] a t = a1 + a2 - a ref .

[0088] Specifically, when obtaining the air resistance deceleration a1, the gradient deceleration a2, and the reference deceleration a in the supervision arearef After that, first calculate the sum value of the air resistance deceleration a1 and the slope deceleration a2 to obtain the deceleration sum value a1 + a2. Further, calculate the difference between the deceleration sum value a1 + a2 and the reference deceleration a in the supervision area to obtain the traction acceleration a1 + a2 - a of the train. ref of the train. ref .

[0089] S440. In response to the traction acceleration being positive, generate a traction command based on the traction acceleration, and traction the train based on the traction command.

[0090] Embodiment Five

[0091] A train braking control method provided in Embodiment Five of the present application supplements the method described in Embodiment One. It should be noted that for parts not detailed in this embodiment, reference can be made to the descriptions of other embodiments. Figure 2 , and the method includes:

[0092] S510. In response to the train entering the target speed supervision area containing an uphill, determine the speed tracking deviation of the train.

[0093] S520. In response to the speed tracking deviation being greater than the deviation threshold, determine the air resistance deceleration and the slope deceleration of the train.

[0094] S530. Based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area, determine the traction acceleration of the train.

[0095] S540. In response to the traction acceleration being positive, generate a traction command based on the traction acceleration, and traction the train based on the traction command.

[0096] S550. In response to the traction acceleration being non - positive, brake the train.

[0097] It should be noted that after calculating the traction acceleration, it is necessary to further determine whether the traction acceleration is positive. If it is positive, it means that the actual speed of the train at the current moment does not exceed the reference speed of the train. At this time, it is necessary to reduce the speed at which the actual speed of the train decreases, so that the actual speed of the train can catch up with the reference speed of the train as soon as possible. However, if the calculated traction acceleration is non - positive, it means that the actual speed of the train at the current moment has exceeded the reference speed of the train. At this time, there is no need to reduce the speed at which the actual speed of the train decreases, but it is necessary to select an appropriate braking level according to the braking characteristics of the train and brake the train for deceleration.

[0098] Specifically, after calculating the traction acceleration, further determine whether the traction acceleration is positive. If not, select an appropriate braking level according to the braking characteristics of the train and brake the train for deceleration.

[0099] Embodiment Six

[0100] A train braking control method provided by Embodiment Six of the present application supplements the method described in Embodiment One. It should be noted that for parts not described in detail in this embodiment, reference can be made to the descriptions of other embodiments. Refer to Figure 3 , and this method includes:

[0101] S610. In response to the train entering the target speed supervision area containing an uphill section, determine the speed tracking deviation of the train.

[0102] S620. In response to the speed tracking deviation being greater than the deviation threshold, determine the air resistance deceleration and the slope deceleration of the train.

[0103] S630. Based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area, determine the traction acceleration of the train.

[0104] S640. In response to the traction acceleration being positive, generate a traction command based on the traction acceleration and traction the train based on the traction command.

[0105] S650. Determine the first speed deviation of the train. In response to the first speed deviation being less than a preset first threshold, stop traction of the train based on the traction command.

[0106] It should be noted that after traction of the train, the decreasing speed of the actual speed of the train will be reduced. At this time, the actual speed of the train will catch up with the corresponding train reference speed. If the train is stopped from being tractioned after the actual speed of the train increases to the corresponding train reference speed, the train will overspeed. Therefore, it is necessary to stop traction of the train before the actual speed of the train reaches the corresponding train reference speed. To facilitate determining the specific timing of stopping traction of the train, a first threshold is preset according to historical experience data in this embodiment. The difference between the train reference speed and the actual speed of the train is calculated in real time and recorded as the first speed deviation. Then, it is judged whether the first speed deviation is less than the preset first threshold. If so, this time is used as the timing to stop traction of the train. Then, the traction command is revoked to stop traction of the train based on the traction command.

[0107] Exemplarily, in this embodiment, the first threshold is 1 km / h. In other embodiments, it is not specifically limited.

[0108] S660. Determine the second speed deviation of the train. In response to the second speed deviation being greater than a preset second threshold, determine a new traction acceleration until a preset speed control stop condition is satisfied.

[0109] Among them, after the train stops being towed, the difference between the actual train speed and the train reference speed will gradually increase, and this difference is recorded as the second speed deviation. However, this second speed deviation cannot be too large. Therefore, when the second speed deviation reaches a certain value, it is necessary to apply traction force to the train again so that the actual train speed approaches the train reference speed again. At the same time, it is necessary to ensure that the time interval between stopping the application of traction force and applying traction force again cannot be too short, as this will result in poor running comfort of the train. Therefore, in this embodiment, a second threshold is preset according to historical experience data; the second speed deviation is calculated in real time, and it is determined whether the second speed deviation is greater than the preset second threshold. If so, this is the time to apply traction force to the train again.

[0110] It should be noted that when applying traction force to the train again, it is necessary to first calculate a new traction acceleration corresponding to this traction force. The calculation method of the new traction acceleration is the same as that of the traction acceleration shown in S610 - S630, which will not be elaborated here; in this embodiment, the second threshold is preferably 3 km / h, and in other embodiments, it is not specifically limited.

[0111] After calculating the new traction acceleration, a new traction command is then generated based on the new traction acceleration to facilitate towing the train based on the new traction command; towing the train until it stops being towed and then being re - towed constitutes a cycle, and this cycle stops when it meets the preset speed control stop condition. In this embodiment, the preset speed control stop condition is that the actual train speed is 0, and in other embodiments, it is not specifically limited.

[0112] It should be understood that although the steps in the flowcharts involved in the above - mentioned embodiments are displayed in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above - mentioned embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but can be executed alternately or in turn with at least a part of other steps or steps or stages in other steps.

[0113] Embodiment Seven

[0114] Based on the same inventive concept, this embodiment also provides a train braking control device for implementing the train braking control method involved above. The solution provided by this device for solving problems is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the train braking control device provided below can refer to the limitations on the train braking control method in the above text, and will not be repeated here.

[0115] In this embodiment, as Figure 4 shown, a train braking control device is provided, including:

[0116] A deviation calculation module, configured to determine the speed tracking deviation of the train in response to the train entering a target speed supervision area containing an uphill section;

[0117] A deceleration determination module, configured to determine the air resistance deceleration and the gradient deceleration of the train in response to the speed tracking deviation being greater than a deviation threshold;

[0118] An acceleration determination module, configured to determine the traction acceleration of the train based on the air resistance deceleration, the gradient deceleration, and the reference deceleration in the supervision area;

[0119] A traction acceleration module, configured to generate a traction command based on the traction acceleration in response to the traction acceleration being positive, and traction the train based on the traction command.

[0120] Each module in the above train braking control device can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in the processor of the computer device in hardware form or independent of it, or stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to the above respective modules.

[0121] It should be noted that in this embodiment, by responding to the train entering the target speed supervision area with an uphill section, the speed tracking deviation of the train is determined; in response to the speed tracking deviation being greater than the deviation threshold, the air resistance deceleration and the slope deceleration of the train are determined; based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area, the traction acceleration of the train is determined; in response to the traction acceleration being positive, a traction command is generated based on the traction acceleration, and the train is towed based on the traction command. Through the above implementation, when the train enters the target speed supervision area with an uphill section, not only the air resistance deceleration and the reference deceleration in the supervision area of the train are determined, but also the slope deceleration corresponding to the uphill of the train is determined. In this way, it is convenient to determine the traction acceleration that enables the train to catch up with the target speed (the speed that the train should reach when entering the target speed supervision area) through the air resistance deceleration, the reference deceleration in the supervision area, and the slope deceleration. Further, the corresponding traction command can be calculated through the traction acceleration, so as to reduce the speed of the actual speed drop of the train according to the traction command, so that the actual speed of the train is as close as possible to the corresponding target speed. In this way, it is convenient to make the train stop at the target station on time, thereby improving the operation efficiency of the train.

[0122] In an alternative embodiment, in terms of determining the air resistance deceleration and the slope deceleration of the train, the deceleration determination module is specifically configured to:

[0123] Obtain the actual speed of the train corresponding to the speed tracking deviation, and determine the air resistance deceleration of the train based on the actual speed of the train and a preset air resistance deceleration calculation formula;

[0124] Obtain the slope inclination angle of the uphill in the target speed supervision area, and determine the slope deceleration of the train based on the slope inclination angle and a preset slope deceleration calculation formula.

[0125] In an alternative embodiment, in terms of determining the slope deceleration calculation formula, the deceleration determination module is specifically configured to:

[0126] Determine that the slope deceleration calculation formula is: a up = g * tanβ, where a up is the slope deceleration, g is the gravitational acceleration, and β is the slope inclination angle.

[0127] In an alternative embodiment, in terms of determining the traction acceleration of the train based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area, the acceleration determination module is specifically configured to:

[0128] Calculate the sum value of the air resistance deceleration and the slope deceleration to obtain the deceleration sum value;

[0129] Calculate the difference between the deceleration sum value and the reference deceleration in the supervision area to obtain the traction acceleration of the train.

[0130] In an alternative embodiment, the train braking control device further includes:

[0131] A train braking module, configured to brake the train in response to the traction acceleration being non-positive.

[0132] In an alternative embodiment, the train braking control device further includes:

[0133] A traction stop module, configured to determine a first speed deviation of the train, and stop pulling the train based on the traction command in response to the first speed deviation being less than a preset first threshold;

[0134] A re-traction module, configured to determine a second speed deviation of the train, and determine a new traction acceleration in response to the second speed deviation being greater than a preset second threshold until a preset speed control stop condition is met.

[0135] Embodiment Eight

[0136] In this embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as shown in Figure 5 . The computer device includes a processor, a memory, and a network interface connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store data. The network interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, it implements a train braking control method.

[0137] Those skilled in the art can understand that Figure 5 the structure shown in is only a block diagram of some structures related to the solution of the present disclosure, and does not constitute a limitation on the computer device to which the solution of the present disclosure is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0138] Embodiment Nine

[0139] In this embodiment, a computer-readable storage medium is provided, as shown in Figure 6 , on which a computer program is stored. When the computer program is executed by a processor, it implements the steps in the above method embodiments.

[0140] Embodiment Ten

[0141] In this embodiment, a computer program product is provided, including a computer program which, when executed by a processor, implements the steps in the above method embodiments.

[0142] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this disclosure are all information and data authorized by the user or fully authorized by all parties.

[0143] Those of ordinary skill in the art can understand that all or part of the processes of implementing the above method embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above method embodiments. Among them, any reference to a memory, database, or other medium used in the embodiments provided in this disclosure can include at least one of non-volatile and volatile memories. Non-volatile memory can include Read-Only Memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in this disclosure can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in this disclosure can be general-purpose processors, central processors, graphics processors, digital signal processors, programmable logic devices, data processing logics based on quantum computing, etc., without limitation.

[0144] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0145] The above-described embodiments merely represent several implementation manners of the present disclosure. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent of the present disclosure. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present disclosure, several modifications and improvements can still be made, and these all belong to the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the appended claims.

Claims

1. A train braking control method, characterized in that, including: In response to the train entering the target speed supervision area with an uphill slope, determining the speed tracking deviation of the train; In response to the speed tracking deviation being greater than the deviation threshold, determining the air resistance deceleration and the slope deceleration of the train; Based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area, determining the traction acceleration of the train; In response to the traction acceleration being positive, generating a traction command based on the traction acceleration and pulling the train based on the traction command.

2. The method according to claim 1, wherein The determining of the air resistance deceleration and the slope deceleration of the train includes: Obtaining the actual speed of the train corresponding to the speed tracking deviation, and determining the air resistance deceleration of the train based on the actual speed of the train and a preset air resistance deceleration calculation formula; Obtaining the slope inclination angle of the uphill slope in the target speed supervision area, and determining the slope deceleration of the train based on the slope inclination angle and a preset slope deceleration calculation formula.

3. The method according to claim 2, characterized in that, The slope deceleration calculation formula is: a up = g * tanβ, where a up is the slope deceleration, g is the acceleration due to gravity, and β is the slope inclination angle.

4. The method according to claim 1, wherein The determining of the traction acceleration of the train based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area includes: Calculating the sum value of the air resistance deceleration and the slope deceleration to obtain a deceleration sum value; Calculating the difference between the deceleration sum value and the reference deceleration in the supervision area to obtain the traction acceleration of the train.

5. The method according to claim 1, wherein It further includes: In response to the traction acceleration being non-positive, braking the train.

6. The method according to claim 1, wherein It further includes: Determining the first speed deviation of the train, and in response to the first speed deviation being less than a preset first threshold, stopping pulling the train based on the traction command; Determining the second speed deviation of the train, and in response to the second speed deviation being greater than a preset second threshold, determining a new traction acceleration until a preset speed control stop condition is met.

7. A train braking control device, characterized in that, The device includes: A deviation calculation module, configured to determine the speed tracking deviation of the train in response to the train entering the target speed supervision area with an uphill slope; A deceleration determination module, configured to determine the air resistance deceleration and the slope deceleration of the train in response to the speed tracking deviation being greater than the deviation threshold; An acceleration determination module, configured to determine the traction acceleration of the train based on the air resistance deceleration, the slope deceleration, and the reference deceleration in the supervision area; A traction acceleration module, configured to generate a traction command based on the traction acceleration in response to the traction acceleration being positive, and pull the train based on the traction command.

8. A computer device, comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When this computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 6.

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