Method and device for controlling train braking

Abstract

This invention provides a train braking control method, device, computer equipment, and storage medium. The method includes obtaining the real-time position of the train and determining the track conditions at that position. The real-time position is compared with the positions of other trains to identify trains with similar positions. Then, based on the asynchronous relationship between the positions, a response cancellation duration corresponding to each train position is determined. Different control locomotives have their own corresponding response cancellation durations, and each control locomotive executes braking actions according to its corresponding response cancellation duration. The response cancellation duration is used to compensate for differences in the response delay of different control locomotives to braking commands, allowing different control locomotives, such as the master locomotive and the slave locomotive, to act simultaneously, thereby reducing longitudinal impulses and improving train operational safety.

Description

Technical Field

[0001] This invention relates to the field of braking control technology, and in particular to a control method and device for train braking. Background Technology

[0002] Currently, heavy-haul transportation in China with a capacity of 20,000 tons or more typically adopts a distributed power combined train formation mode and uses a wireless synchronous control system for train control. The wireless synchronous control system realizes the synchronous control of master and slave locomotives. Its basic principle is that the master locomotive exchanges commands, status and fault information with each slave locomotive through wireless communication, thereby achieving synchronous control of each slave locomotive.

[0003] However, during the recirculating air braking process, the inconsistent actions of the master locomotive and the slave locomotive often cause a large longitudinal impulse in the train, endangering the safety of train operation. Summary of the Invention

[0004] Therefore, it is necessary to provide a train braking control method and device to address the aforementioned technical problems.

[0005] A method for controlling train braking includes:

[0006] Obtain the real-time location of the train;

[0007] Based on the asynchronous position relationship, the response cancellation duration of the corresponding train position is determined according to the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response cancellation duration, and the response cancellation duration includes the duration required for each control locomotive of the train to cancel the delay in responding to the braking command;

[0008] When the braking command is received, each of the control locomotives controlling the train performs a braking action based on the corresponding response cancellation duration.

[0009] In one embodiment, the response cancellation duration includes communication cancellation duration and / or electrical cancellation duration; wherein the communication cancellation duration is inversely correlated with the delay duration of the control locomotive receiving the braking command, and the electrical cancellation duration is inversely correlated with the duration of the control locomotive's braking system responding to the braking command.

[0010] In one embodiment, the response cancellation duration includes the restraining force cancellation duration; wherein the restraining force cancellation duration is positively correlated with the restraining force of the adjacent control locomotive.

[0011] In one embodiment, the response cancellation duration includes a road condition cancellation duration; wherein the road condition cancellation duration is determined by calculating at least one of the following input preset road condition mappings: the change in route curvature at the train position, the change in route gradient, and the length of the route tunnel.

[0012] In one embodiment, the preset road condition mapping is determined based on the relative position of the controlled locomotive and the route change point.

[0013] In one embodiment, the step of determining the response cancellation duration of the corresponding train position based on the real-time position according to the asynchronous position relationship includes: obtaining the real-time restraining force and comparing the real-time restraining force with a restraining force threshold.

[0014] When the real-time restraining force is less than the restraining force threshold, the response cancellation duration related to the road conditions is determined based on the real-time location.

[0015] In one embodiment, the step of determining the response cancellation duration of the corresponding train position based on the real-time position, according to the asynchronous position relationship, includes:

[0016] Obtain the real-time restraining force and compare the real-time restraining force with the restraining force threshold;

[0017] When the real-time restraining force is greater than or equal to the restraining force threshold, the response cancellation duration, which is unrelated to road conditions, is determined based on the real-time location.

[0018] A train braking control device, comprising:

[0019] Location acquisition module: used to acquire the real-time location of the train;

[0020] Duration determination module: used to determine the response offset duration of the corresponding train position based on the asynchronous position relationship and the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response offset duration, and the response offset duration includes the duration required for each control locomotive of the train to offset the delay in responding to the braking command;

[0021] Braking control module: When the braking command is received, it controls each of the control locomotives of the train to perform braking actions based on the corresponding response cancellation duration.

[0022] A computer device includes a memory and a processor, the memory storing a computer program, characterized in that the processor executes the computer program to implement the steps of the train braking control method described in any of the above embodiments.

[0023] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the train braking control method described in any of the above embodiments.

[0024] The aforementioned train braking control method, device, computer equipment, and storage medium determine the track conditions at the train's real-time location by acquiring the train's position. The real-time position is compared with the positions of other trains to identify those closest to the real-time position. Then, based on the asynchronous relationship between the positions, a response cancellation time corresponding to each train position is determined. Different control locomotives have their own corresponding response cancellation times, and each control locomotive executes braking actions according to its corresponding response cancellation time. The response cancellation time is used to compensate for differences in response delays of different control locomotives to braking commands, allowing different control locomotives, such as the master locomotive and the slave locomotive, to act simultaneously, thereby reducing longitudinal impulses and improving train operational safety. Attached Figure Description

[0025] Figure 1 This is a flowchart illustrating a train braking control method in one embodiment;

[0026] Figure 2 This is a structural block diagram of a train braking control device in one embodiment;

[0027] Figure 3 This is an internal structural diagram of a computer device in one embodiment;

[0028] Figure 4 This is a schematic diagram of the operation of the vehicle under a consistent ramp condition in one embodiment;

[0029] Figure 5 This is a schematic diagram of the operation of the vehicle under the variable slope condition in one embodiment;

[0030] Figure 6 This is a schematic diagram of the operation of the vehicle under the variable slope condition in one embodiment;

[0031] Figure 7 This is a schematic diagram of train position identification in one embodiment;

[0032] Figure 8 This is a schematic diagram of the application and release of the train's air brakes in one embodiment;

[0033] Figure 9 Here is a system topology diagram of a train in one embodiment;

[0034] Figure 10 This is a schematic diagram of a grouping unit in one embodiment;

[0035] Figure 11 This is a schematic diagram of a 20,000-ton train in one embodiment;

[0036] Figure 12 This is a schematic diagram of a 30,000-ton train in one embodiment. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0038] Currently, domestic 20,000-ton heavy-haul combined trains are 2.6 km long. When operating on long downhill sections of heavy-haul lines, speed control via recirculating air brakes is unavoidable. When the train is running on a long, uniform downhill slope, the coupler force is affected by electric braking, air braking, and gravity. Figure 4 The resulting double-triangle distribution, under the balance of the coupler force, results in approximately equal speeds and accelerations for each locomotive and vehicle, placing them in a relatively stable state.

[0039] When the train releases its air brakes, due to factors such as the delay in wireless communication between the master and slave locomotives and the difference in the charging and discharging time of the air brakes, the first half of the train releases the air brakes before the second half. In other words, the air brake force is released in the first half before the second half, causing the train to lose its force balance. This results in longitudinal tension and compression, causing longitudinal impulses and endangering the train's safety.

[0040] Under the above operating conditions, see Figure 5 If the reduction of aerodynamic braking force and the change of gradient occur simultaneously, such as when the train enters a tunnel or curve, the changes in resistance caused by the changes in aerodynamic braking force and the changes in track will superimpose and affect the force balance of the train, causing more complex longitudinal expansion and contraction changes, generating longitudinal impulses, and endangering the safety of train operation.

[0041] Under varying gradient conditions, the force balance of each vehicle is as follows: Figure 6 Based on calculations of the number of vehicles, length, mass, locomotive electric braking force, air braking force, operating speed level, track gradient, and track curve of a 20,000-ton train, it can be seen that the main factors affecting the train are air braking force, gradient downhill force, and electric braking force. Among these, air braking force has the greatest impact, and the application / release process of air braking will determine whether the train will experience significant longitudinal impulse.

[0042] Example 1

[0043] In this embodiment, as Figure 1 As shown, a train braking control method is provided, which includes:

[0044] Step 110: Obtain the real-time location of the train.

[0045] In this embodiment, the real-time position of the train can be determined based on the number of the nearest signal to the train, or it can be determined directly by a locator. It should be understood that the train's running track is laid in advance, and the signals laid along the track are also pre-positioned. Different signals have different numbers, therefore, the real-time position of the train can be determined based on the numbers of the signals near the train.

[0046] Step 120: Based on the asynchronous position relationship, determine the response cancellation duration of the corresponding train position according to the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response cancellation duration, and the response cancellation duration includes the duration required for each control locomotive of the train to cancel the delay in responding to the braking command.

[0047] In this embodiment, the train position is a predetermined position in the asynchronous position relationship, which is used to determine the response cancellation time that should be delayed when each control locomotive brakes at its corresponding train position. There is a certain time interval between the time a control locomotive receives a braking command and the time the command is issued; the longer the interval, the more delayed the control locomotive's receipt of the braking command. After a control locomotive receives a braking command, the response time of its electrical system from receiving the command to performing the braking action varies; the longer the response time of the electrical system, the more delayed the control locomotive's braking action. The response cancellation time is used to adjust the timing of each control locomotive's braking action, ensuring that all control locomotives perform braking actions at the same time.

[0048] Step 130: When the braking command is received, each of the control locomotives controlling the train performs a braking action based on the corresponding response cancellation duration.

[0049] In this embodiment, for trains at the same location, the response cancellation time corresponding to different control locomotives may be different. For example, the response cancellation time corresponding to a master control locomotive and a slave control locomotive is 2 seconds and 0 seconds, respectively. This means that the master control locomotive delays the braking action by two seconds, while the slave control locomotive immediately executes the braking action when it receives the braking command.

[0050] In this embodiment, the real-time position of the train is obtained to determine the route conditions at the train's location. The real-time position is compared with the positions of other trains to identify those closest to the real-time position. Then, based on the asynchronous relationship between the positions, the response cancellation time corresponding to each train position is determined. Different control locomotives have their own corresponding response cancellation time, and each control locomotive executes braking actions according to its corresponding response cancellation time. The response cancellation time is used to compensate for the difference in response delay between different control locomotives to braking commands, allowing different control locomotives, such as the master locomotive and the slave locomotive, to act simultaneously, thereby reducing longitudinal impulses and improving train operation safety.

[0051] It should be understood that, although Figure 1 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 1 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0052] Example 2

[0053] This embodiment provides a train braking control method, which includes:

[0054] Step 1: Obtain the real-time location of the train.

[0055] In one embodiment, the signal closest to the control locomotive is used as a reference signal, and the distance from each control locomotive to the reference signal is detected. Based on the distances and the corresponding signal mileage of the reference signal, the locomotive mileage position of the train's control locomotive is determined. In this embodiment, signals are set along the train's track, and different signals have different signal numbers and mileages. The signal mileage is determined based on the signal's position on the track. The distance is the distance between the control locomotive and the reference signal, which can be the closest signal in the direction of the train's movement at its current position. The difference between the reference signal mileage and the distance is the locomotive mileage position. For example, see... Figure 7 The reference signal is numbered M, its mileage is K, the distance between the master locomotive and the reference signal is N1, and the distance between the slave locomotive and the reference signal is N2. Therefore, the mileage position of the master locomotive is K-N1, and the mileage position of the slave locomotive is K-N2.

[0056] In one embodiment, the train's geographical coordinates are detected; the locomotive mileage position is determined based on the train's geographical location. In this embodiment, the train's geographical coordinates can be obtained through a GPS locator. To determine the train's relative position on the track, the corresponding locomotive mileage position can be determined by searching a preset electronic map based on the train's geographical coordinates. The preset electronic map matches geographical coordinate positions with travel distances. When a geographical coordinate position belongs to a path position on the track, there is a corresponding travel distance position. Therefore, the nearest geographical coordinate position can be determined based on the train's geographical coordinates, and the travel distance position corresponding to that geographical coordinate position is taken as the locomotive mileage position.

[0057] Step 2: Based on the asynchronous position relationship, determine the response cancellation duration of the corresponding train position according to the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response cancellation duration, and the response cancellation duration includes the duration required for each control locomotive of the train to cancel the delay in responding to the braking command.

[0058] In one embodiment, the response cancellation duration includes a communication cancellation duration and / or an electrical cancellation duration; wherein, the communication cancellation duration is inversely correlated with the delay in the control locomotive receiving the braking command, and the electrical cancellation duration is inversely correlated with the time it takes for the control locomotive's braking system to respond to the braking command. In this embodiment, the communication cancellation duration is used to cancel the difference in the time required for different control locomotives to receive the braking command. For example, if the braking command is issued by the master control locomotive and the slave control locomotive receives the braking command after 2 seconds, then the difference in the delay in receiving the braking command between the master control locomotive and the slave control locomotive is that the slave control locomotive is delayed by 2 seconds relative to the master control locomotive. To cancel the difference in receiving the control command between the master control locomotive and the slave control locomotive, the communication cancellation duration of the master control locomotive can be set to 2 seconds and the communication cancellation duration of the slave control locomotive can be set to 0 seconds, or the communication cancellation duration of the master control locomotive can be set to 3 seconds and the communication cancellation duration of the slave control locomotive can be set to 1 second. The communication cancellation time of each control locomotive is inversely correlated with the delay time of receiving the braking command. This inverse correlation is the relationship between the communication cancellation time between each control locomotive and the delay time of receiving the braking command. For example, if the delay time of receiving the braking command of the four control locomotives is 1 second, 2 seconds, 3 seconds and 4 seconds respectively, then the communication cancellation time used by each control locomotive to cancel the delay time of receiving the braking command can be set to 4 seconds, 3 seconds, 2 seconds and 1 second respectively. As the delay time of receiving the braking command increases sequentially on each control locomotive, the corresponding communication cancellation time decreases sequentially.

[0059] The electrical cancellation time of the control locomotive is used to offset the difference in the time required for the braking systems of different control locomotives to receive a braking command and then perform a braking action; that is, it is used to offset the difference in the time required for the braking systems of different control locomotives to respond to a braking command. For example, if the braking system of the master control locomotive requires 2 seconds to respond to a braking command, and the braking system of the slave control locomotive requires 1 second to respond to a braking command, then the difference in the response to the braking command between the master control locomotive and the slave control locomotive is that the slave control locomotive responds 1 second earlier than the master control locomotive. In order to offset the difference in the response to the braking command between the master control locomotive and the slave control locomotive, the electrical cancellation time of the master control locomotive can be set to 1 second, and the communication cancellation time of the slave control locomotive can be set to 2 seconds; alternatively, the communication cancellation time of the master control locomotive can be set to 0 seconds, and the communication cancellation time of the slave control locomotive can be set to 1 second. The communication cancellation time of each control locomotive is inversely correlated with the time required to respond to a braking command. This inverse correlation refers to the relationship between the communication cancellation time between each control locomotive and the time required to respond to a braking command. For example, if the required time for four control locomotives to respond to a braking command is 1 second, 2 seconds, 3 seconds, and 4 seconds respectively, then the difference in the required time for each control locomotive to cancel the response to the braking command can be addressed by setting the electrical cancellation time to 4 seconds, 3 seconds, 2 seconds, and 1 second respectively. As the required time to respond to the braking command increases sequentially on each control locomotive, the corresponding electrical cancellation time decreases sequentially. It should be noted that when the response cancellation time includes both communication cancellation time and electrical cancellation time, it means that it is obtained by at least summing the two durations.

[0060] In one embodiment, the response cancellation duration includes the restraining force cancellation duration; wherein, the restraining force cancellation duration is positively correlated with the restraining force of the adjacent control locomotive. In this embodiment, the greater the restraining force of the adjacent slave locomotive, the greater the compression or stretching of the coupler from the adjacent slave locomotive towards the rear of the train, requiring a longer time to release the coupler deformation, and thus requiring a longer cancellation duration for the master locomotive. For example, when calculating the restraining force cancellation duration of the master locomotive, if the adjacent slave locomotive is traction or braking, the longer the adjacent slave locomotive releases its braking time, the more beneficial it is to change the coupler deformation and prevent further compression or stretching of the vehicle. Therefore, when the restraining force of the adjacent control locomotive is greater, the master locomotive currently calculating the restraining force cancellation duration usually needs a longer restraining force cancellation duration.

[0061] Furthermore, the formula for calculating the duration of restraint cancellation is shown in equation (1):

[0062] T TB =k3*F TB (1)

[0063] In equation (1), T TB Indicates the duration of restraint cancellation, k3 represents the correlation coefficient, and F TBThis represents the traction force of adjacent control locomotives, with the correlation coefficient k3 relating to the traction force F. TB The signs are the same. In this embodiment, the restraining force includes traction force and electric braking force, with traction force being positive and electric braking force being negative. The larger the absolute values ​​of the traction force and electric braking force of adjacent control locomotives, the longer the calculated restraining force cancellation time T of the control locomotive. TB The larger the value, the greater the calculated delay time for the control locomotive braking, so as to synchronize the braking with other control locomotives that react more slowly.

[0064] In one embodiment, the control locomotive includes a master control locomotive and a slave control locomotive. The response cancellation time corresponding to the master control locomotive includes the braking force cancellation time, while the response cancellation time corresponding to the slave control locomotive does not include the braking force cancellation time. In this embodiment, under the same conditions, the slave control locomotive needs to release the compression or extension of the coupler by releasing the brakes in advance. That is, the braking force cancellation time of the master control locomotive is used to enable the slave control locomotive to perform the action first. Therefore, the response cancellation time corresponding to the master control locomotive includes the braking force cancellation time, while the response cancellation time corresponding to the slave control locomotive does not include the braking force cancellation time.

[0065] In one embodiment, the response cancellation duration includes a road condition cancellation duration; wherein, the road condition cancellation duration is calculated and determined by inputting at least one of the following preset road condition mapping formulas: the change in route curvature, the change in route gradient, and the length of the route tunnel at the train position. In this embodiment, the preset road condition mapping formula establishes the relationship between the change in route curvature, the change in route gradient, the length of the route tunnel, and the road condition cancellation duration, respectively. Under the same conditions, different road condition changes have different effects on the braking of the controlled locomotive, which may cause different delay times for the braking of each controlled locomotive. Therefore, the impact of road condition changes on the braking of the controlled locomotive is considered in the response cancellation duration, and the calculation of the road condition cancellation duration is introduced. Among them, the preset road condition mapping formula can be used in simulation experiments to adjust at least one of the route curvature, route slope and route tunnel length under the condition that other variables are the same, measure the coupler force and / or the delay time when controlling the locomotive braking, etc., to obtain experimental data. The variables corresponding to the route curvature, route slope and route tunnel length are used as independent variables, and the time required to offset the difference in braking delay of each controlled locomotive due to changes in road conditions is used as the dependent variable to establish a mapping relationship and obtain the preset road condition mapping formula.

[0066] In one embodiment, the preset road condition mapping is established based on the positive correlation between the road condition cancellation duration and the locomotive speed of the controlled locomotive. In this embodiment, the higher the locomotive speed, the more sensitive the braking effect on the longitudinal impulse of the train. Under the same conditions, when the locomotive speed increases, the road condition cancellation duration of the controlled locomotive is relatively increased to enable the controlled locomotive to brake synchronously with other controlled locomotives.

[0067] In one embodiment, the preset road condition mapping formula is as shown in formula (2):

[0068] T R =v*(k 71 *k4*ΔR+k 72 *k5*Δi+k 73 *k6*L s (2)

[0069] In equation (2), T R The road condition offset duration is represented by v, the locomotive speed by v, and the change in road curvature by ΔR, which can be expressed as the average curve difference before and after the locomotive enters the curve, using the difference in the curve's radius of curvature. Δi represents the change in road gradient, and L... s k represents the length of the tunnel along the route. 71 k represents the impact coefficient of a curved track. 72 k represents the impact coefficient of a variable-slope railway line. 73 The parameters represent the tunnel line impact coefficient, curve coefficient (a positive-zero floating-point number), gradient coefficient (a positive-zero floating-point number), and tunnel coefficient (a positive-zero floating-point number). In this embodiment, a multivariate statistical relationship is established between locomotive speed, route curvature change, route gradient change, tunnel length, and road condition offsetting time. This comprehensively considers the impact of different factors on the road condition offsetting time, accurately calculating the offsetting time and achieving synchronized braking between controlled locomotives. Furthermore, the curve coefficient k4, gradient coefficient k5, and tunnel coefficient k6 are manually set coefficients. Since the impact of road condition changes on braking is complex and varies depending on the controlled locomotive or different states of the same controlled locomotive, the calculation of the road condition offsetting time can be made more flexible by manually adjusting the curve coefficient k4, gradient coefficient k5, and tunnel coefficient k6.

[0070] In one embodiment, the control locomotive includes a master control locomotive and a slave control locomotive. The response cancellation time corresponding to the master control locomotive includes the road condition cancellation time, while the response cancellation time corresponding to the slave control locomotive does not include the road condition cancellation time. In this embodiment, under the same conditions, the slower the braking action of the master control locomotive when it acts as a slave control locomotive, the greater the impact of road condition changes on the slave control locomotive. In order to achieve synchronous braking between the master and slave control locomotives, the road condition cancellation time is considered for the master control locomotive, and the braking time of the master control locomotive is adjusted to achieve synchronous braking between the master and slave control trains.

[0071] In one embodiment, the preset road condition mapping formula is determined based on the relative position of the control locomotive and the route change point. In this embodiment, the coefficient of the preset road condition mapping formula can be determined based on the relative position of the route change point and each control locomotive. When the train passes through the route change point, the relative position of the route change point and each control locomotive changes, which has different effects on the braking delay of the control locomotive. The impact on each control locomotive when the relative position of the route change point and the control locomotive is different can be tested in the experiment, thereby adjusting the coefficient of the preset road condition mapping formula, and further adjusting the road condition cancellation time of the control locomotive to achieve synchronous braking of the master and slave controlled trains.

[0072] In one embodiment, the track condition cancellation duration is determined based on the relative position of the track section covered by the train's control locomotive and the track condition change point. The track section covered by the control locomotive is determined based on the distance from each control locomotive to the nearest signal. In this embodiment, due to differences in locomotive formation length and the number of control locomotives, trains at the same location may cover different track sections. When the track condition change point is at different locations within the track section covered by the train, the impact on different control locomotives may differ, and the coefficients of the preset track condition mapping formula may vary. To accurately measure the impact of the track condition change point on the control locomotive and thus determine the corresponding coefficients in the preset track condition mapping formula, it is necessary to first determine the track section covered by the control locomotive to determine the relative position of the track condition change point and the train. Each train formation unit has a corresponding control locomotive, which drives the traction of each car within the formation unit. The line sections covered by different train formation units are affected by road conditions. Therefore, it is necessary to determine the distance from the nearest signal to each control locomotive. The length between two adjacent control locomotives is the line section covered by the train formation unit where the control locomotive closer to the signal is located. For train formation units farther from the signal, the lengths of other train formation units can be adjusted according to the impact of road conditions on the lengths of other train formation units. The adjusted lengths are then used as the line sections covered by the farther train formation units.

[0073] See Figure 10 In this embodiment, the vehicles between two locomotives plus the locomotive preceding the vehicle in the formation are referred to as a formation unit.

[0074] In one embodiment, the preset road condition mapping curve impact coefficient k 71 Impact coefficient k of variable slope line 72 and the impact coefficient k of the tunnel line 73 This means taking values ​​as shown in equation (3);

[0075]

[0076] In equation (3), s represents the track section covered by the controlled locomotive, s = 2 * l1, where l1 is the length of a train unit. The track section s is defined by the position point determined by the length of the main control locomotive extending 0.5 * l1 in the direction of movement and the position point determined by the length of the secondary control locomotive extending 0.5 * l1 in the opposite direction of movement, respectively, serving as the endpoints of the track section. The position point determined by the length of the secondary control locomotive extending 0.5 * l1 in the opposite direction of movement is used as the origin of the coordinate system. The direction of extension from the secondary control locomotive to the main control locomotive is used as the first coordinate axis X, where x represents the relative position of the track section covered by the controlled locomotive and the track condition change point, which is the coordinate variable corresponding to the track condition change point on the first coordinate axis X. Figure 11 As shown, the distance between the master locomotive and the slave locomotive is the length of one train unit, l1. A coordinate system is established with the position point determined by extending 0.5 * l1 in the opposite direction of the slave locomotive's direction of movement as the origin. The points where the track conditions change can be the relative positions of the curve entry point, gradient entry point, or tunnel entry point to the track section covered by the master locomotive.

[0077] Furthermore, the length of the line section covered by the master locomotive is shown in Equation (4), and the length of the line section covered by the slave locomotive adjacent to the master locomotive is shown in Equation (5).

[0078] l1=N2-N1 (4)

[0079] l2=l1+k (5)

[0080] Wherein, N1 is the distance from the master locomotive to the nearest signal, N2 is the distance from the slave locomotive to the nearest signal, and k is the empirical correction coefficient for the length of the second half of the train. The correction coefficient k is related to the real-time traction force of the master locomotive, the real-time traction force of the slave locomotive, and the longitudinal profile of the train.

[0081] Furthermore, the calculation of k, as shown in equation (5), yields the following equation:

[0082] k = K1 * (F l2 -F l1 )+K2*(A2-A1)

[0083] Among them, F l1 The main locomotive traction / electric braking force is represented by a positive value for traction force and a negative value for electric braking force, in kN. l2The traction / electric braking force of the controlled locomotive is represented by a positive number, and the electric braking force by a negative number, in kN; A2 is the average gradient of the standard length of the second half of the train (number of vehicles * length of each vehicle, excluding coupler compression), with negative values ​​indicating downhill and positive values ​​indicating uphill, 1‰ = 0.001; A1 is the average gradient of the standard length of the first half of the train, with negative values ​​indicating downhill and positive values ​​indicating uphill, 1‰ = 0.001; K1 and K2 are empirical coefficients, calculated from experiments and simulations.

[0084] In one embodiment, the step of determining the response cancellation duration of the corresponding train position based on the real-time position, according to the asynchronous position relationship, includes:

[0085] Obtain the real-time restraining force and compare the real-time restraining force with the restraining force threshold;

[0086] When the real-time traction force is less than the traction force threshold, the response cancellation duration related to the road conditions is determined based on the real-time position. In this embodiment, the real-time traction force is the traction force or electric braking force controlling the train, and its magnitude can be determined by the train administrator. The impact of track condition changes on the controlled locomotive is related to the magnitude of the real-time traction force. The smaller the applied real-time traction force, the greater the impact of track condition changes on the delayed braking of the controlled locomotive. To more accurately achieve synchronized braking of the master and slave controlled locomotives, when the real-time traction force is small, i.e., less than the traction force threshold, the response cancellation duration related to the road conditions is determined. The traction force threshold can be an empirical value, or different values ​​can be manually adjusted to determine the value with the best synchronization effect. In this embodiment, the asynchronous position relationship can determine the corresponding response cancellation duration based on the impact of track condition changes on the braking delay of each controlled locomotive, adjusting the braking time of each controlled locomotive to achieve synchronized braking.

[0087] In one embodiment, the train position is defined as each position between two adjacent signals at preset mileage intervals; the response cancellation duration is the response cancellation duration corresponding to the train position closest to the real-time position. In this embodiment, to quickly determine the response cancellation duration of each control locomotive, the response cancellation duration corresponding to each train position is pre-calculated. For real-time positions different from the train positions, the corresponding response cancellation duration is determined based on the train position closest to the real-time position. As shown in Table 1, the interval between two adjacent signals is considered as the coverage area of ​​one of the signals. Within the coverage area of ​​each signal, a train position is defined at preset mileage intervals, for example, in Table 1, a train position is defined at a preset mileage interval of 0.001 km.

[0088]

[0089]

[0090] In one embodiment, based on the asynchronous position relationship, the response cancellation duration of the corresponding train position is determined according to the real-time position and the real-time traction force. In this embodiment, the calculation of the road condition cancellation duration and / or traction force cancellation duration is affected by the real-time traction force. When different real-time traction forces are applied to the same real-time position, the response cancellation duration required to control the locomotive is different. Therefore, the response cancellation duration must be determined jointly based on the real-time position and the real-time traction force.

[0091] Furthermore, the response cancellation duration is the response cancellation duration corresponding to the train electric braking force that is closest to the real-time braking force; wherein, the train electric braking force is the force value determined at each preset force interval within a preset electric braking force range. In this embodiment, since the road condition cancellation duration and / or braking force cancellation duration are related to the real-time braking force, which is usually determined by the train operator, the specific value of the real-time braking force is difficult to predict. Therefore, within the range of braking forces that can be applied by the locomotive, i.e., the preset electric braking force range, a braking force value is determined at each preset force interval as the train electric braking force, and the corresponding road condition cancellation duration and / or braking force cancellation duration under this train electric braking force are pre-calculated, thereby improving the calculation speed of the response cancellation duration and better achieving synchronous braking.

[0092] In one embodiment, the step of determining the response cancellation duration of the corresponding train position based on the real-time position includes:

[0093] Obtain the real-time restraining force and compare the real-time restraining force with the restraining force threshold;

[0094] When the real-time traction force is greater than or equal to the traction force threshold, the response cancellation duration, which is unrelated to road conditions, is determined based on the real-time location. In this embodiment, when the real-time traction force is large, the impact of track condition changes on the controlled locomotive is small. When calculating the time required for the controlled locomotive to cancel the delayed response to the braking command, the impact of track condition changes on the braking delay of each controlled locomotive is not considered. Therefore, track parameters such as changes in curvature, gradient, and tunnel length related to track conditions can be omitted as variables in calculating the response cancellation duration.

[0095] In one embodiment, the response cancellation time of the master locomotive is the sum of the communication cancellation time, electrical cancellation time, braking force cancellation time, and road condition cancellation time; the response cancellation time of the slave locomotive is the sum of the communication cancellation time and electrical cancellation time. In this embodiment, for both the master and slave locomotives, the durations with the greatest impact on the master locomotive are summed based on the effects of communication delay, electrical delay, braking force on the braking delay of adjacent control locomotives, and road conditions on the master locomotive. The summed result is used as the response cancellation time. Since communication delay and electrical delay have a significant impact on both the master and slave locomotives, both types of locomotives need to sum the communication cancellation time and electrical cancellation time. Furthermore, road condition changes and the braking effect of adjacent control locomotives have a significant impact on the master locomotive, so the master locomotive also needs to sum the braking force cancellation time and road condition cancellation time.

[0096] Furthermore, the response cancellation time of the main control locomotive is shown in equation (6-1);

[0097]

[0098] In equation (6-1), T m The response cancellation time of the master locomotive is a floating-point number greater than zero; F x The braking force threshold is represented by a positive number, indicating the traction force threshold, and a negative number, indicating the electric braking force threshold. The electric braking force used during the air brake release phase is negative and is typically taken as -150 kN; F TB k3 represents the real-time traction force of the slave locomotive before the air brakes are released; k3 is the traction force time coefficient, with the positive and negative signs corresponding to F. TB Consistent; k1 is the electrical cancellation time of the main control locomotive; v is the locomotive speed, a floating-point number greater than zero; the impact coefficient k of the curve track. 71 Impact coefficient k of variable slope line 72 and the impact coefficient k of the tunnel line 73 It is related to the relative position between the point of change in track conditions and the track section covered by the control locomotive.

[0099] In this embodiment, the restraining force time coefficient k3 in equation (6-1) can be understood as the correlation coefficient k3 in equation (1). The electrical cancellation time k1 of the master locomotive is related to the locomotive's own characteristics and varies for different models. It needs to be obtained through actual measurement and is used to eliminate the electrical characteristic difference between the control command and the actuator between the master and slave locomotives. The value range is 0.0s to 3.0s. It is non-zero with the electrical cancellation time k2 of the slave locomotive. That is, when the electrical cancellation time of the slave locomotive is greater than that of the master locomotive, k2 is zero and k1 is non-zero, and the value is the absolute value of the difference between the two. Conversely, when the electrical cancellation time of the slave locomotive is greater than that of the master locomotive, k2 is zero and k2 is non-zero, and the value is the absolute value of the difference between the two.

[0100] Specifically, when the train brakes, both the real-time braking force and the braking force threshold are electric braking forces, and the response cancellation time of the main control locomotive is shown in equation (6-2).

[0101]

[0102] Furthermore, the response cancellation time of the controlled locomotive is shown in equation (7);

[0103] T s,i =T wdi +k i+1 (7)

[0104] In equation (7), T s,i T represents the response cancellation time of the i-th slave locomotive, i = 1, ..., n; wdi k represents the communication cancellation duration of the i-th slave locomotive; i+1 This represents the electrical cancellation duration of the i-th slave locomotive.

[0105] Step 3: When the braking command is received, each of the control locomotives controlling the train performs a braking action based on the corresponding response cancellation duration.

[0106] In this embodiment, each control locomotive has a corresponding response cancellation duration. The control locomotive may need to delay the braking action by the corresponding response cancellation duration on top of the original braking response, thus delaying the braking action by the corresponding response cancellation duration. When the response cancellation duration is 0, it means that the corresponding control locomotive does not need to delay the response cancellation duration and brakes in the original braking manner.

[0107] Example 3

[0108] In this embodiment, a train braking control method is provided, which includes: the master locomotive in the trainset acquires line data information in real time, identifies the line section covered by the train, and detects driver operation in real time. When the driver is detected to apply / release the air brake, the device will adjust the action time difference of the master and slave locomotives to apply / release the air brake according to the preset asynchronous time parameter spectrum, so as to realize the asynchronous action of the master and slave locomotives to apply / release the air brake and reduce the longitudinal impulse of the train.

[0109] In this embodiment, the optimal asynchronous time parameter value needs to consider the train's running track conditions, mainly including slopes, curves, and tunnels. Factors such as turnouts, wheel-rail contact surfaces, and weather are difficult to predict and cannot be accurately obtained by existing onboard systems. Considering these factors is not feasible in actual train control systems. Furthermore, the asynchronous control method proposed in this invention mainly mitigates the differences in air braking actions between the train's front and rear locomotives caused by communication delays, track conditions, and differences in air charging and discharging between the master and slave locomotives by adjusting the time difference of the air braking actions. In other words, it primarily addresses how to reduce the longitudinal impulse during the application / relief of the train's air braking. Slopes, curves, and tunnels have a significant impact, while other factors have a smaller impact.

[0110] In addition, the optimal asynchronous time parameter value also needs to take into account the train operating conditions, mainly including the train formation length, train formation type, locomotive position, and the current traction / electric braking force.

[0111] Since there are certain differences between locomotives and vehicles of the same model, as well as between the onboard subsystems, the control results are affected. Furthermore, it is difficult to list all the differences between the systems, so a revision system needs to be set up to revise the value results.

[0112] In existing wireless synchronous control systems, slave locomotives typically follow the commands of the master locomotive, resulting in slave locomotives moving slower than master locomotives. This is a major cause of inconsistent forces on the train's front and rear ends, leading to significant longitudinal impulses. To address this issue, it is necessary to achieve consistent forces between the master and slave locomotives. During air braking, factors contributing to longitudinal impulses include not only delays but also the train's traction / braking force and the track environment. This invention proposes an asynchronous air braking control method based on train longitudinal dynamics optimization. The idea is to improve the dynamic performance of train air control by setting the asynchronous control sequence of air braking between the master and slave locomotives. Therefore, it is only necessary to control the order of air braking actions between the master and slave locomotives.

[0113] Due to the position of the master and slave locomotives and the characteristics of air brake control, the slave locomotive usually needs to act ahead of the master locomotive. In addition, there are delays in the transmission of control commands from wireless communication, the locomotive's internal bus, and various subsystems. Therefore, the slave locomotive mainly sets the air brake delay time with the aim of eliminating communication delay, so as to achieve the advance of the slave locomotive's air brake action.

[0114] The air brake delay time setting for the master locomotive will take into account factors such as traction / electric braking force, train speed, track curves, gradients, and tunnels. The influence of each factor will be mapped into time parameters to ultimately determine the air brake delay time for the master locomotive. This forms an asynchronous control mechanism for the air brake action sequence of the master and slave locomotives.

[0115] For example, the air brake control delay time for the slave locomotive is 3 seconds, while that for the master locomotive is 8 seconds, which means that the slave locomotive can perform air brake control 5 seconds ahead of the master locomotive.

[0116] The formula for calculating the slave delay time is as follows:

[0117] T s =T wd +k2

[0118] Among them, T s T is a floating-point number greater than zero representing the delay time for vehicle control. wd The master-slave locomotive wireless communication delay parameter depends on the wireless communication delay time and is a positive-zero floating-point number; k2 is the slave control delay revision coefficient, which is related to the locomotive's own characteristics and varies between different locomotive models, requiring actual measurement. It is used to eliminate the electrical characteristic differences between the master and slave locomotives in terms of control commands to the actuators, and its value ranges from 0.0s to 5.0s.

[0119] The formula for calculating the master control delay time is as follows:

[0120]

[0121] T m The delay time for the master control vehicle is a floating-point number greater than zero; F x This represents the traction / electric braking force threshold. A positive number indicates traction, and a negative number indicates electric braking. Electric braking force is used during the air brake release phase, and its value is negative, typically -150kN; F TB k3 represents the traction / electric braking force of the slave locomotive before the air brakes are released; k3 is the traction / electric braking force time coefficient, with the positive and negative signs corresponding to F. TB Consistent; k1 is the master control delay revision coefficient, which is related to the locomotive's own characteristics and varies between different models, requiring actual measurement. It is used to eliminate the electrical characteristic differences between the master and slave locomotives in terms of control commands to the actuators, with a value range of 0.0s to 3.0s. It is non-zero compared to k2. That is, when the electrical delay of the slave locomotive is greater than that of the master locomotive, k2 is zero and k1 is non-zero, taking the absolute value of the difference between the two. Conversely, when the electrical delay of the slave locomotive is greater than that of the master locomotive, k1 is zero and k2 is non-zero, taking the absolute value of the difference between the two. v is the locomotive speed, a floating-point number greater than zero. k4 is the curve coefficient, a floating-point number greater than zero; ΔR is the average curve difference before and after entering the curve, expressed as the difference in the radius of curvature of the curve, a floating-point number; k5 is the gradient coefficient, a floating-point number greater than zero; Δi is the gradient difference at the change-of-gradient point, a floating-point number; k6 is the tunnel coefficient, a floating-point number greater than zero; L s This represents the tunnel length.

[0122] k 71 k 72 k 73The track impact coefficient, k, is related to the distance between the point of change in track conditions directly in front of the train and the slave locomotive. 71 k 72 k 73 The expression for taking the value is shown below:

[0123]

[0124] like Figure 11 As shown, l1 is the length of a train unit, s = 2 * l1, and the length of 0.5 * l1 between the front and rear of the two locomotives is taken as the starting point and ending point of x, which are 0 and the maximum value s of the x coordinate, respectively. x is the relative position of the curve change point, the gradient change point, and the tunnel entrance point.

[0125] like Figure 12 As shown, the optimal time parameters for a 30,000-ton trainset are calculated as follows:

[0126] The formula for calculating the master control delay is as follows:

[0127]

[0128] The formula for calculating the delay of slave locomotive 1 is as follows:

[0129] T s1 =T wd1 +k2

[0130] The formula for calculating the delay of slave locomotive 2 is as follows:

[0131] T s2 =T wd2 +k3

[0132] The formula for calculating the delay of slave locomotive 3 is as follows:

[0133] T s3 =T wd3 +k4

[0134] The values ​​of k1, k2, k3, and k4 are chosen according to the principles of mutual cancellation and rapid response. For example, if the four delays are 1s, 2s, 3s, and 4s respectively, the four values ​​are 3s, 2s, 1s, and 0s respectively. The calculation for higher tonnage train formations follows the same principle. For instance, if the delay times are 1s, 2s, 3s, and 4s respectively, the first type of response cancellation duration can be 4s, 3s, 2s, and 1s, with a total delay of 5 seconds; the second type of response cancellation duration can be 3s, 2s, 1s, and 0s, with a total delay of 4 seconds. Both response cancellation duration settings can eliminate the impact of the delay time difference, but the second setting allows the train to respond and brake faster, thus satisfying the rapid response principle.

[0135] In this embodiment, the real-time location of the train is obtained, including but not limited to the signal number in front of the master locomotive or slave locomotive, the distance to the signal in front, or GPS location information. Then, based on the signal number in front of the master locomotive or slave locomotive, the distance to the signal in front, or GPS location information, the train's forward slope, current slope, trajectory curve, and tunnel information are retrieved from the built-in electronic map.

[0136] In this embodiment, the specific implementation method of train position identification is as follows:

[0137] Both the master and slave locomotives obtain the signal number and distance to the preceding signal via the LKJ (Train Operation Monitoring Device), and combine this with GPS positioning information to ultimately confirm the positions of the master and slave locomotives. Based on the train's position, the locomotive's location on the map is then determined. As shown in the diagram above, the master locomotive detects a signal number M ahead, with a mileage position of K and a distance of N1. The slave locomotive detects the same signal, M, with a distance of N2. Using signal number M as the search target, the signal is retrieved, and the master locomotive's mileage position is K-N1, while the slave locomotive's is K-N2. Simultaneously, the track conditions covered by the train's length are identified, as shown in the dark gray area in the diagram above. Additionally, the locomotive calculates the running mileage using real-time GPS coordinates and matches it with the electronic map. This method is used to identify the train's position when the preceding signal number and distance information become unavailable, providing redundancy between the two methods.

[0138] See Figure 7 To calculate the longitudinal force of the train as accurately as possible, the length of the first half of the train is calculated from the position difference between the master and slave locomotives, and the length of the second half of the train is estimated from the length of the first half. The formulas for calculating the lengths l1 and l2 of the first half of the train are as follows:

[0139] l1 = N2 - N1

[0140] l2=l1+k

[0141] K is an empirical correction factor for the length of the latter half of the train, which is related to the traction / electric braking force of the current master and slave locomotives and the longitudinal profile of the train. The formula for calculating k is as follows:

[0142] k = K1 * (F l2 -F l1 )+K2*(A2-A1)

[0143] F l1 The main locomotive's traction / electric braking force is represented by a positive value for traction force and a negative value for electric braking force, in kN.

[0144] F l2The traction / electric braking force of the slave locomotive is a positive number, and the electric braking force is a negative number, in kN.

[0145] A2 represents the average gradient of the standard length of the second half of the train section (number of cars * length of each car, excluding coupler compression). Negative numbers indicate downhill sections, and positive numbers indicate uphill sections. 1‰ = 0.001

[0146] A1 represents the average gradient of the first half of the standard section of the train; negative numbers indicate downhill slopes, and positive numbers indicate uphill slopes. 1‰ = 0.001

[0147] K1 and K2 are empirical coefficients, derived from experiments and simulations.

[0148] See Figure 8 In this embodiment, in the asynchronous control of the air brake, according to the characteristics of the automatic air brake system, the air brake application of the 20,000-ton heavy-haul combined train is achieved by exhausting air from the train pipes. During the air brake application process, exhaust is carried out at three relatively symmetrical points: the main control locomotive, the slave control locomotive, and the tail of the train. Therefore, the overall force change of the train during the air brake application process is a relatively balanced process, and the longitudinal impulse of the train is relatively small. However, the air brake release is a refilling process. Only the main control locomotive and the slave control locomotive of the 20,000-ton heavy-haul combined train can refill air; the tail of the train does not have a refilling function. That is, the air brake release of the train involves two asymmetrical force changes, which is a relatively unbalanced process, and the longitudinal impulse of the train is relatively large.

[0149] Taking a uniform gradient as an example, due to communication delays and differences in air charging between master and slave locomotives, the relief of air braking on a uniform gradient involves the train changing from a state of equilibrium to an unbalanced state and back to equilibrium. In the longitudinal direction of the train, this manifests as the train first experiencing tension, then compression, and finally stabilizing in a compressed state. Changing gradients, curve crossings, and tunnel entry conditions can be considered as superimposing gradient changes, curve changes, and tunnel air resistance changes on the basis of a uniform gradient, which are more complex conditions that require fine-tuning of parameters based on the uniform gradient.

[0150] The asynchronous control method proposed in this embodiment mainly mitigates the differences in air brake actions between the front and rear trains caused by communication delays, track conditions, and differences in air charging and discharging between the master and slave locomotives by adjusting the time difference between their air brake actions. The specific implementation is as follows:

[0151] (1) Beforehand, the train operation simulation calculation and static air brake test correction were carried out according to the driver operation specifications through offline simulation calculation and static test. With the optimal longitudinal dynamics of the train as the constraint, the optimal asynchronous time of the master and slave locomotives when the air brake is released at each position in the whole line of the train was calculated, and the asynchronous time parameter spectrum was obtained.

[0152] (2) The asynchronous time parameter spectrum describes the timing sequence of the actions of the master and slave locomotives when the air brake is released at various positions along the entire line under different electric braking forces. The format is shown in Table 1.

[0153] Table 1. Spectrum of Asynchronous Time Parameters

[0154]

[0155] The meanings of each symbol in Table 1 are as follows:

[0156] F max Indicates the maximum electric braking force;

[0157] F1: 0kN;

[0158] The table horizontally divides the range from zero to the maximum electric braking force (n) into equal parts. When using parameters, the nearest neighbor principle is adopted; that is, if an electric braking force value is not listed, the value closest to it in the list is used. For example, if the actual electric braking force is 101.1 kN, but the list only contains 110 kN and 100 kN, then the parameter 100 kN is used.

[0159] The table vertically displays signal numbers and mileage to match train positions. Signal numbers are typically multiples of mileage by 0.1, but this is not absolute and needs adjustment based on actual track conditions. The table lists the optimal asynchronous time for releasing air brakes under various electric braking forces at each point along the entire line, in 1-meter units. Mileage parameters are also taken based on proximity. For example, at kilometer 73 in the table, the electric braking force is F... max When the air brake is released, the main control locomotive will execute the action after a 2-second delay, while the slave control locomotive will execute it immediately. This is also known as the slave control locomotive acting 2 seconds ahead of the main control locomotive.

[0160] Optimal asynchronous time: Under the same track conditions and train conditions, but with different asynchronous times, the peak values ​​of the coupler force throughout the entire train process, from the start of air brake release to the stabilization of the coupler force, are compared. The asynchronous time corresponding to the minimum peak coupler force is called the optimal asynchronous time. Simply put, at this asynchronous time, the train's air brake release results in the minimum coupler force and the most stable train operation. The asynchronous time parameter spectrum is generated based on the optimal asynchronous time values.

[0161] Driver control specifications: Driver control specifications typically stipulate that within a specified location range on a designated line, the driver performs specified controls based on the train speed. In the asynchronous time parameter spectrum simulation calculation process, the optimal asynchronous time is calculated with a distance interval of 1m to generate the parameter spectrum.

[0162] Asynchronous time parameter spectrum calculation: The asynchronous time parameter spectrum calculation assumes that the wireless communication delay between the master and slave locomotives is 0s. In the actual use of the parameter spectrum, it is necessary to calculate the current communication delay between the master and slave locomotives in real time and compensate for the time on the original parameters. For example, if the asynchronous time in the parameter spectrum is "2-0"s and the communication delay is 2s, then the final usage time is (4-0)s, indicating that the slave locomotive sends the command 4s ahead of the master locomotive. If the system has a precise timing control function, such as being able to precisely control the timing of the master and slave locomotive control commands without being affected by the communication delay, then the original parameters are used for control, indicating that the slave locomotive acts 2s ahead of the master locomotive.

[0163] (3) During train operation, the main control locomotive detects and identifies the train's position in real time and calculates the train's longitudinal coverage area. At the same time, the main control locomotive detects the communication delay between the main and slave control locomotives in real time and selects and generates asynchronous time in real time according to the asynchronous time parameter spectrum. If the driver releases the air brake, the main control locomotive instructs the slave control locomotive to release the air brake earlier, synchronously, or later according to the asynchronous time. While the main control locomotive or the slave locomotive is waiting to execute the air brake command, the main control locomotive or the slave locomotive is in a pressure-maintaining condition and does not participate in the air-filling release of the train pipe.

[0164] For example: When the train reaches 74km, the driver releases the air brakes; the current electric braking force is F. max The communication delay between the master and slave locomotives is 2 seconds. According to the asynchronous time parameter spectrum, the optimal asynchronous time is "2-0" seconds. Therefore, the master locomotive first sends the air brake release command to the slave locomotive. After waiting for 4 seconds, the master locomotive releases the air brake. During the 4-second waiting period, the master locomotive is in a pressure-maintaining state and does not participate in the air-pressurization release of the train pipe.

[0165] (4) Before the driver's air brake release command is detected, the human-machine interaction unit will prompt the driver in real time the current optimal asynchronous time, so as to inform the driver of the action rules that the master and slave locomotives will take if the air brake is released, so as to prevent the driver from panicking due to the inconsistency between the actions of the master and slave locomotives and the actions of the conventional system (the actions of the conventional system do not have sequential asynchronous control) and affecting the operation of the train.

[0166] (5) In addition, the human-machine interaction unit will display the coverage of the longitudinal section of the train in real time, and inform the driver what kind of slope the train is on, whether it is passing through a curve or tunnel, etc., to help the driver judge where the train is more suitable for air braking.

[0167] Normally, the application of air brakes on a train is a symmetrical action, resulting in a relatively smooth train ride. However, due to the superposition of resistance differences caused by gradients, curves, and tunnels, the application of air brakes can be inconsistent. To address this issue, referring to the air brake release solution, an asynchronous time parameter spectrum for air brake application is designed to achieve smooth air brake application. The control method is consistent with that for air brake release.

[0168] See Figure 9 In this embodiment, the train air braking system consists of a wireless communication unit, a wireless multiple-connection control unit, and a human-machine interaction unit. The wireless communication unit enables wireless communication between the master and slave locomotives; the wireless multiple-connection control unit obtains line information through the Ethernet bus and interacts with the locomotive air braking system and the locomotive network control system to achieve asynchronous control execution; the human-machine interaction unit is used for human-machine interaction.

[0169] Due to communication delays and differences in the air brake charging and discharging times of the master and slave locomotives, the changes in air braking force during the application and release of air brakes in heavy-haul combined trains are asynchronous, causing longitudinal impulses and posing operational safety hazards. In this embodiment, based on the influence of train communication delays, train formation patterns, and the positional distribution of master and slave locomotives on the transmission of train air braking force, time-difference processing is applied to the air brake application / release actions of the master and slave locomotives. This includes releasing the brakes first, then later, or simultaneously by both master and slave locomotives, achieving a more consistent change in train air braking force and reducing longitudinal impulses. This effectively eliminates the influence of train communication delays, train formation patterns, and the positional distribution of master and slave locomotives on the transmission of train air braking force, ensuring a more consistent change in train force during air brake operation and reducing longitudinal impulses.

[0170] Heavy-haul combined trains have high traction tonnage and long formation lengths. The trains cover tracks with varying longitudinal profiles, curves, bridges, and tunnels. Existing train systems, which apply and release air brakes without considering track conditions and employ a master-slave synchronous control method, are prone to longitudinal impulses, posing operational safety hazards. This embodiment, considering the impact of train communication delays, train formation patterns, and the master-slave control locomotive position distribution on the transmission of air braking force, and taking into account the track conditions and the influence of the train's longitudinal profile, curves, and tunnels on the train's stress, further adjusts the difference in air brake application / release time between the master and slave control locomotives. This achieves more consistent stress changes during air brake application / release, reducing longitudinal impulses. This further eliminates the influence of track conditions on train stress during air brake operation, ensuring more consistent stress changes and reducing longitudinal impulses.

[0171] In this embodiment, the asynchronous air brake control method is applicable to 30,000-ton or higher tonnage trains with a 1+1+1+1 configuration. In a 30,000-ton or higher tonnage train formation, the time format in the asynchronous time parameter spectrum changes from "*-*" to "*-*-*-*" or "*-*…*-*", representing the time of the main locomotive, the time of locomotive 1, ..., the time of locomotive n, respectively, from left to right. The train length is based on the difference in positioning distance between every two locomotives; trains without a distance difference have the same length as the previous train unit.

[0172] In this embodiment, the impact of train communication delay, train formation mode, and master-slave locomotive position distribution on the transmission of train air braking force is considered. By employing pre-calculated asynchronous time parameters and selecting appropriate asynchronous time parameters based on train position matching, the application / release actions of the air brakes on the master and slave locomotives are controlled asynchronously in time. This includes release of the slave locomotive first, release of the slave locomotive later, and simultaneous release of the master and slave locomotives, thereby achieving a more consistent change in train air braking force and reducing longitudinal impulses.

[0173] In this embodiment, when calculating the asynchronous time parameter spectrum, the influence of the train running line on the longitudinal force of the train is considered. The asynchronous time parameters are calculated based on the influence of the longitudinal section, curve and tunnel on the train's force. The difference in the application / release time of the air brake of the master and slave locomotives is further corrected, so that the force change of the train during the application / release of the air brake tends to be consistent, and the longitudinal impulse of the train is reduced.

[0174] Example 4

[0175] In this embodiment, as Figure 2 As shown, a train braking control device is provided, characterized in that it includes:

[0176] Location acquisition module: used to acquire the real-time location of the train;

[0177] Duration determination module: used to determine the response offset duration of the corresponding train position based on the asynchronous position relationship and the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response offset duration, and the response offset duration includes the duration required for each control locomotive of the train to offset the delay in responding to the braking command;

[0178] Braking control module: When the braking command is received, it controls each of the control locomotives of the train to perform braking actions based on the corresponding response cancellation duration.

[0179] In one embodiment, the response cancellation duration includes communication cancellation duration and / or electrical cancellation duration; wherein the communication cancellation duration is inversely correlated with the delay duration of the control locomotive receiving the braking command, and the electrical cancellation duration is inversely correlated with the duration of the control locomotive's braking system responding to the braking command.

[0180] In one embodiment, the response cancellation duration includes the electrical braking force cancellation duration; wherein the electrical braking force cancellation duration is positively correlated with the electrical braking force of the controlled locomotive.

[0181] In one embodiment, the response cancellation duration includes a road condition cancellation duration; wherein the road condition cancellation duration is determined by calculating at least one of the following input preset road condition mapping formulas: the change value of the route curvature at the train position, the change value of the route gradient, and the length of the route tunnel.

[0182] In one embodiment, the preset road condition mapping is determined based on the relative position of the controlled locomotive and the route change point.

[0183] In one embodiment, the braking control module includes:

[0184] The threshold comparison module is used to obtain the real-time electric braking force and compare the real-time electric braking force with the electric braking force threshold.

[0185] The road condition related module is used to determine the response cancellation duration related to the road condition based on the real-time location when the real-time electrical braking force is less than the electrical braking force threshold.

[0186] In one embodiment, the braking control module includes:

[0187] The threshold comparison module is used to obtain the real-time electric braking force and compare the real-time electric braking force with the electric braking force threshold.

[0188] A road condition-independent module is used to determine the response cancellation duration, which is unrelated to road conditions, based on the real-time location when the real-time electrical braking force is greater than or equal to the electrical braking force threshold.

[0189] Specific limitations regarding the train braking control device can be found in the above description of the train braking control method, and will not be repeated here. Each unit in the aforementioned train braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These units can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each unit.

[0190] Example 5

[0191] In this embodiment, a computer device is provided. Its internal structure diagram can be shown as follows: Figure 3As shown, the computer device includes a processor, memory, network interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs, and also deploys a database for storing asynchronous positional relationships. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The network interface is used to communicate with other computer devices that have deployed application software. When the computer program is executed by the processor, it implements a train braking control method. The display screen can be an LCD screen or an e-ink screen. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad mounted on the computer device casing, or an external keyboard, touchpad, or mouse.

[0192] Those skilled in the art will understand that Figure 3 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0193] In one embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the train braking control method described in any of the above embodiments.

[0194] Example 6

[0195] In this embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the train braking control method described in any of the above embodiments.

[0196] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0197] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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, they should be considered to be within the scope of this specification.

[0198] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A train braking control method, characterized in that, include: Obtain the real-time location of the train; Based on the asynchronous position relationship, the response cancellation duration of the corresponding train position is determined according to the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response cancellation duration, and the response cancellation duration includes the time required for each control locomotive of the train to cancel the delayed response to the braking command; the response cancellation duration includes the traction force cancellation duration; wherein, the traction force cancellation duration is positively correlated with the traction force of the adjacent control locomotive, and the traction force is traction force or electric braking force; When the braking command is received, each of the control locomotives controlling the train performs a braking action based on the corresponding response cancellation duration.

2. The method according to claim 1, characterized in that: The response cancellation duration also includes communication cancellation duration and / or electrical cancellation duration; wherein, the communication cancellation duration is inversely correlated with the delay duration of the control locomotive receiving the braking command, and the electrical cancellation duration is inversely correlated with the duration of the control locomotive's braking system responding to the braking command.

3. The method according to claim 1, characterized in that: The response cancellation duration also includes the road condition cancellation duration; wherein, the road condition cancellation duration is determined by calculating at least one of the following input preset road condition mapping formulas: the change value of the route curvature at the train position, the change value of the route gradient, and the length of the route tunnel.

4. The method according to claim 3, characterized in that, The preset road condition mapping is determined based on the relative position of the controlled locomotive and the route change point.

5. The method according to claim 1, characterized in that, Based on the asynchronous relationship of positions, the step of determining the response cancellation duration of the corresponding train position according to the real-time position includes: Obtain the real-time restraining force and compare the real-time restraining force with the restraining force threshold; When the real-time traction force is less than the traction force threshold, the response cancellation duration related to the road conditions is determined based on the real-time position, and the response cancellation duration related to the road conditions is used as the response cancellation duration of the train position. The smaller the traction force, the greater the impact of the road condition change point on the delayed braking of the control locomotive.

6. The method according to claim 1, characterized in that, Based on the asynchronous relationship of positions, the step of determining the response cancellation duration of the corresponding train position according to the real-time position includes: Obtain the real-time restraining force and compare the real-time restraining force with the restraining force threshold; When the real-time traction force is greater than or equal to the traction force threshold, the response cancellation duration unrelated to the road conditions is determined based on the real-time position, and the response cancellation duration unrelated to the road conditions is used as the response cancellation duration of the train position. When the real-time traction force is greater than or equal to the traction force threshold, the impact of road condition change points on the braking delay of each control locomotive is not considered when calculating the time required for the control locomotive to cancel the delay response braking command.

7. A train braking control device, characterized in that, include: Location acquisition module: used to acquire the real-time location of the train; Duration determination module: used to determine the response cancellation duration of the corresponding train position based on the asynchronous position relationship and the real-time position; wherein, the asynchronous position relationship records the correspondence between each train position and the response cancellation duration, the response cancellation duration includes the duration required for each control locomotive of the train to cancel the delayed response braking command; the response cancellation duration includes the traction force cancellation duration; wherein, the traction force cancellation duration is positively correlated with the traction force of the adjacent control locomotive, the traction force being traction force or electric braking force; Braking control module: When the braking command is received, it controls each of the control locomotives of the train to perform braking actions based on the corresponding response cancellation duration.

8. A computer device comprising a memory and a processor, wherein the memory stores 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 a processor, it implements the steps of the method according to any one of claims 1 to 6.

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