Reciprocating passenger ropeway constant deceleration control system

Abstract

This invention discloses a constant deceleration control system for a reciprocating passenger ropeway, relating to the field of braking control technology. The invention establishes a primary constant deceleration braking mode and a secondary constant torque braking mode, and analyzes the system using a secondary braking conversion algorithm. It outputs deceleration anomaly indices, speed tracking anomaly indices, and response anomaly indices, thereby obtaining a total anomaly value to determine the braking state. This enables adaptive mode switching, maintaining constant braking deceleration, reducing gondola sway, improving passenger comfort, and reducing brake pad wear. Furthermore, it eliminates the need for area-specific debugging, reducing operational difficulty at the construction site. The invention also utilizes a failure judgment logic algorithm set in the hydraulic redundancy protection module to analyze hydraulic circuit parameters and output a total anomaly value. Based on this total anomaly value, the hydraulic circuit is switched. Finally, the invention enhances the safety redundancy of the braking system through a visual display via a fault memory interaction module, facilitating fault tracing and maintenance, and ensuring the reliability of ropeway operation.

Description

Technical Field

[0001] This invention relates to the field of braking control technology, specifically to a constant deceleration control system for reciprocating passenger ropeways. Background Technology

[0002] As a vital transportation tool for mountain scenic areas and cross-regional travel, reciprocating passenger cableways operate at high speeds and have large carrying capacities, placing stringent demands on the reliability, safety, and passenger comfort of their parking brakes. The parking brake function relies on the coordinated operation of a hydraulic system and an electrical control system. Furthermore, relevant regulations for the reliability of parking brakes on this type of cableway must simultaneously consider operational safety, passenger comfort, and the ease of subsequent maintenance for the operator. Currently, existing braking schemes often divide the cableway cabin's operating position into high-speed and low-speed zones. However, the braking deceleration is not constant across these zones, with significant deceleration at high speeds and minimal deceleration at low speeds, making on-site commissioning difficult. Consequently, emergency braking at high speeds results in severe cabin swaying, poor passenger comfort, and excessive brake pad wear, requiring frequent replacements. Additionally, the tiered braking modes are limited, lacking a backup mode in case of primary braking failure, resulting in insufficient safety redundancy. Moreover, the hydraulic braking system lacks circuit redundancy protection, requiring zone-specific commissioning, which is challenging and fails to meet the stringent operational safety and practical requirements of cableways. Summary of the Invention

[0003] To address the technical problems mentioned in the background section, this invention is proposed. Embodiments of this invention provide a constant deceleration control system for reciprocating passenger ropeways.

[0004] The objective of this invention can be achieved through the following technical solutions:

[0005] The constant deceleration control system for reciprocating passenger ropeways includes: an electrical control module, a data acquisition module, a hydraulic control module, a hydraulic redundancy protection module, and a fault memory and interaction module.

[0006] The electrical control module receives and stores real-time data from each system module through a preset core logic control unit, and generates control commands for each system module through a preset control algorithm. The core logic control unit includes at least a main controller, a secondary braking conversion algorithm, a failure judgment logic algorithm, and a data storage unit. The control commands include hydraulic control optimization commands and hydraulic circuit switching commands.

[0007] The data acquisition module is used to collect the operation-related parameters of the cableway and send them to the data storage unit. As a preferred embodiment of the present invention, it specifically involves: collecting data from the cableway using a preset data sensor group according to a set data acquisition cycle to obtain operation-related data, including cableway operation parameters and hydraulic circuit parameters; the cableway operation parameters include real-time speed, cableway deceleration, and braking command parameters; the hydraulic circuit parameters include real-time oil pressure, hydraulic braking force, and oil pressure temperature data.

[0008] The hydraulic control module includes a two-stage braking conversion algorithm and a hydraulic control execution unit built into the electrical control module. It is used to extract relevant operating parameters to obtain cableway operating parameters, perform control analysis on the cableway operating parameters through the two-stage braking conversion algorithm to output hydraulic control optimization commands, and send the hydraulic control optimization commands to the hydraulic control execution unit.

[0009] In a preferred embodiment of the present invention, a two-stage braking conversion algorithm is used to control and analyze the cableway operating parameters and output hydraulic control optimization commands. The specific analysis process is as follows:

[0010] The two-stage braking conversion algorithm includes a primary constant deceleration braking mode and a secondary constant torque braking mode. The primary constant deceleration braking mode is used for constant deceleration braking during cableway operation, and the primary braking state is obtained through state detection and analysis of the constant deceleration braking mode. When the primary braking state is in a failed state, a braking mode switching command is generated, and the primary constant deceleration braking mode is switched to the secondary constant torque braking mode according to the braking mode switching command. The secondary constant torque braking mode outputs braking force through a preset constant torque. The hydraulic control optimization command includes the primary hydraulic control command and the secondary hydraulic control command output by the primary constant deceleration braking mode and the secondary constant torque braking mode, as well as the braking mode switching command.

[0011] In a preferred embodiment of the present invention, a first-level braking state is obtained by performing state detection analysis on the constant deceleration braking mode. The specific analysis process is as follows:

[0012] Obtain the cableway operation parameters under constant deceleration braking mode, and obtain the real-time speed, cableway deceleration and braking command parameters for the current data acquisition cycle based on the cableway operation parameters;

[0013] The deceleration difference is calculated by comparing the cableway deceleration with a preset constant deceleration threshold. The absolute value of the deceleration difference is then compared to the constant deceleration threshold, and this ratio is labeled as the deceleration deviation rate. A preset rated maximum speed of the cableway is obtained, and based on this rated maximum speed, a preset deviation tolerance threshold is calculated using an output formula to output a slight deviation tolerance threshold. Moderate deviation tolerance threshold and severe deviation tolerance threshold Input the three deviation tolerance thresholds and the deceleration deviation rate into the preset deceleration anomaly index matching formula. Calculate the output deceleration anomaly index As it approaches 1, it indicates a more severe deviation in deceleration; among which, 0.95 is the deceleration deviation rate; 0.95 is the preset upper limit constant for deviation.

[0014] The ideal velocity trajectory is estimated using a preset extended Kalman filter (EKF): This involves acquiring a preset constant deceleration threshold, the EKF calculation cycle, and the ideal velocity estimate corresponding to the previous data acquisition cycle, and then applying the preset EKF state estimation equation. Calculate and output the velocity tracking residual value ;in, These are the ideal speed estimates for the current period and the previous period, respectively. These represent the constant deceleration threshold and the EKF calculation period, respectively; V is the real-time speed; the speed tracking residual value is input into the preset residual mapping formula to calculate and output the speed tracking anomaly index.

[0015] Based on the braking command parameters, the braking command timestamp and the braking force attainment timestamp are obtained. The difference between the braking force attainment timestamp and the braking command timestamp is recorded as the braking force response delay. The braking force response delay is calculated and the predicted ideal delay is output using a preset autoregressive moving average model, i.e., using the autoregressive moving average model formula. Calculate the output to predict the ideal delay ;in, This represents the braking force response delay corresponding to the first two data acquisition cycles; All are preset autoregressive coefficients; The preset moving average coefficient; These are the previous sliding residual and the predicted ideal delay, respectively; the current braking force response and the predicted ideal delay are input into the preset response delay anomaly calculation formula to calculate and output the response anomaly index.

[0016] The deceleration anomaly index, speed tracking anomaly index, and response anomaly index are input into a preset weighted comprehensive calculation formula to calculate and output the total anomaly value of the mode. When the total anomaly value of the mode exceeds the preset anomaly tolerance threshold, a first-level braking state is generated as a failure state; otherwise, a valid state is generated.

[0017] The hydraulic control actuator is used to adjust the braking force matched to the hydraulic system's oil pressure output. The hydraulic system includes a main hydraulic circuit and a backup hydraulic circuit. It is used to receive hydraulic control optimization commands and circuit status signals, and execute them based on the hydraulic control optimization commands. It monitors the circuit status signals, and when the circuit status signal corresponds to a failure signal, it generates a hydraulic circuit switching command, that is, switches the main hydraulic circuit to the backup hydraulic circuit.

[0018] The hydraulic redundancy protection module includes a failure judgment logic algorithm built into the electrical control module, which is used to extract hydraulic circuit parameters from relevant operating parameters; perform circuit state analysis on the hydraulic circuit parameters to obtain circuit state signals, and feed them back to the hydraulic control unit.

[0019] In a preferred embodiment of the present invention, the failure judgment logic algorithm performs circuit state analysis on the hydraulic circuit parameters, and its specific analysis process is as follows:

[0020] The hydraulic circuit parameters of the current data acquisition cycle are identified to obtain real-time oil pressure, hydraulic braking force and oil pressure temperature data. Based on the real-time oil pressure of the circuit, the oil pressure difference and the corresponding sampling time interval between two sampling points are obtained. The ratio of the oil pressure difference to the sampling time interval is calculated and marked as the oil pressure dynamic change rate. The braking force difference obtained by calculating the difference between the hydraulic braking force and the corresponding preset target braking force is marked as the braking force matching deviation value.

[0021] The abnormal oil pressure values ​​are obtained by comprehensively analyzing the real-time oil pressure and oil pressure temperature data of the circuit; the abnormal values ​​of the rate of change of oil pressure are obtained by calculating and analyzing the dynamic change rate of oil pressure; and the abnormal values ​​of braking deviation are obtained by in-depth analysis of the braking force matching deviation values.

[0022] The abnormal values ​​of oil pressure, rate of change, and braking deviation are input into a preset weighted fusion calculation formula to calculate the total abnormal value of the circuit. When the total abnormal value of the circuit exceeds the preset circuit abnormal threshold, the corresponding data acquisition cycle is marked as the failure judgment cycle. The number of consecutive failure judgment cycles is counted and recorded as the failure cycle number. When the failure cycle number exceeds the preset failure cycle threshold, a circuit status signal is generated as a failure judgment signal; otherwise, it is a normal signal.

[0023] Furthermore, a comprehensive analysis of the real-time oil pressure and oil pressure temperature data of the circuit yielded abnormal oil pressure values, specifically:

[0024] Based on the real-time oil pressure and temperature data of the oil pressure acquisition loop, the adaptive optimal oil pressure value is derived by calculating the oil pressure temperature using a preset fuzzy rule base, i.e., by deriving the formula through fuzzy rules. Calculate and output the optimal oil pressure value ;in, Oil pressure temperature, These are the preset reference oil pressure and reference oil temperature values, respectively. This is the preset oil pressure correction factor;

[0025] And the oil pressure temperature is input into the preset adaptive deviation calculation formula. Calculate and output the maximum permissible deviation value ;in, The preset minimum design operating oil temperature, is the preset deviation correction factor, and is the correction factor for deviation as oil temperature changes; This is the preset maximum permissible deviation value for the reference.

[0026] Input the optimal oil pressure value and the maximum permissible deviation value into the preset oil pressure anomaly calculation formula. Calculate and output abnormal oil pressure values ;in, Real-time oil pressure of the circuit; The preset fuzzy gain coefficient is used to adjust... Response speed; This is a preset fuzzy threshold.

[0027] Furthermore, the abnormal values ​​of the oil pressure dynamic change rate were calculated and analyzed, specifically as follows:

[0028] Obtain a preset reference value for the rate of change of oil pressure, and input it into the state equation of the constructed sliding mode observer along with the current dynamic rate of change of oil pressure to calculate and output the sliding mode residual value; then obtain a preset maximum allowable residual value, and input it into the preset rate of change anomaly calculation formula along with the sliding mode residual value to calculate and output the rate of change anomaly value;

[0029] The above calculation formula includes:

[0030] Sliding mode observer state equation: ;

[0031] Formula for calculating abnormal rate of change: ;

[0032] in, This is a reference value for the rate of change of oil pressure; This refers to the dynamic change rate of oil pressure. The rate of change of oil pressure estimated by the sliding mode observer; This represents the sliding mode residual value; These are the outlier of the rate of change and the maximum permissible residual value, respectively. The preset switching gain; This is a symbolic function used to implement sliding mode switching.

[0033] Furthermore, an in-depth analysis of the braking force matching deviation values ​​yielded abnormal braking deviation values, specifically:

[0034] The real-time mass and speed of the cableway corresponding to the braking force matching deviation value are obtained from the database; the braking force matching deviation value, the real-time mass and speed of the cableway are input into a preset improved RBF neural network formula. Calculate and output abnormal braking deviation values Where F, V, and M represent the braking force matching deviation, real-time speed, and real-time mass of the cableway, respectively. The preset maximum braking force deviation value, the rated maximum speed of the cableway, and the maximum load capacity of the cableway are defined; X is the normalized input vector, with each component mapped to [0,1]. is the vector transpose symbol; n is the preset number of hidden layer nodes in the RBF neural network. The preset output layer weights correspond to the i-th node; Let be the center vector of the i-th node; Let be the width parameter of the i-th node; is the Euclidean norm, used to calculate the distance between the input vector and the center vector.

[0035] The fault memory interaction module is used to visualize the primary braking status and circuit status signals, as well as the corresponding fault handling logs.

[0036] Compared with the prior art, the beneficial effects of the present invention are:

[0037] 1. This invention sets up a primary constant deceleration braking mode and a secondary constant torque braking mode, and analyzes the braking through a secondary braking conversion algorithm to output deceleration anomaly index, speed tracking anomaly index, and response anomaly index. The total value of mode anomalies is then used to determine the braking state, achieving adaptive mode switching, maintaining constant braking deceleration, reducing cabin sway, improving passenger comfort, and reducing brake pad wear. At the same time, it eliminates the need for regional debugging, reducing the difficulty of operation on the construction site.

[0038] 2. This invention analyzes the hydraulic circuit parameters and outputs the total abnormal value of the circuit through the failure judgment logic algorithm set by the hydraulic redundancy protection module, and switches the hydraulic circuit based on the total abnormal value of the circuit; and improves the safety redundancy of the braking system through the visualization display of the fault memory interaction module, which facilitates fault tracing and maintenance and ensures the reliability of cableway operation. Attached Figure Description

[0039] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. The following drawings are not drawn to scale according to the actual size, but are intended to illustrate the main idea of ​​the present invention.

[0040] Figure 1 This is a schematic diagram of the principle of the reciprocating passenger ropeway constant deceleration control system of the present invention. Detailed Implementation

[0041] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are also within the scope of protection of the present invention.

[0042] As indicated in this invention and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0043] While this invention makes various references to certain modules in systems according to embodiments of the invention, any number of different modules can be used and run on user terminals and / or servers. The modules are merely illustrative, and different aspects of the systems and methods may use different modules.

[0044] This invention uses flowcharts to illustrate the operations performed by the system according to embodiments of the invention. It should be understood that the preceding or following operations are not necessarily performed precisely in sequence. Instead, various steps can be processed in reverse order or simultaneously, as needed. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0045] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. It is obvious that the described embodiments are merely some embodiments of the present invention, and not all embodiments of the present invention, and it should be understood that the present invention is not limited to the exemplary embodiments described herein.

[0046] Please see Figure 1 As shown, the reciprocating passenger ropeway constant deceleration control system includes: an electrical control module, a data acquisition module, a hydraulic control module, a hydraulic redundancy protection module, and a fault memory interaction module.

[0047] The electrical control module receives and stores real-time data from each system module through a preset core logic control unit, and generates control commands for each system module through a preset control algorithm. The core logic control unit includes at least a main controller (such as a Siemens S7-300 PLC), a two-level braking conversion algorithm, a failure judgment logic algorithm, and a data storage unit. The control commands include hydraulic control optimization commands and hydraulic circuit switching commands.

[0048] The data acquisition module collects relevant operating parameters of the cableway and sends them to the data storage unit. Specifically, it collects data from the cableway using a preset data sensor group according to a set data acquisition cycle to obtain relevant operating data, including cableway operating parameters and hydraulic circuit parameters. The cableway operating parameters include real-time speed, cableway deceleration, and braking command parameters. The hydraulic circuit parameters include real-time oil pressure, hydraulic braking force, and oil pressure temperature data.

[0049] The hydraulic control module includes a two-stage braking conversion algorithm and a hydraulic control execution unit built into the electrical control module. It is used to extract relevant operating parameters to obtain cableway operating parameters, perform control analysis on the cableway operating parameters through the two-stage braking conversion algorithm to output hydraulic control optimization commands, and send the hydraulic control optimization commands to the hydraulic control execution unit.

[0050] The cableway operating parameters are controlled and analyzed using a two-stage braking conversion algorithm to output hydraulic control optimization commands. The specific analysis process is as follows:

[0051] The two-stage braking conversion algorithm includes a primary constant deceleration braking mode and a secondary constant torque braking mode. The primary constant deceleration braking mode is used for constant deceleration braking during cableway operation, and the primary braking state is obtained through state detection analysis of the constant deceleration braking mode. When the primary braking state is in a failure state, a braking mode switching command is generated, and the primary constant deceleration braking mode is switched to the secondary constant torque braking mode according to the braking mode switching command (i.e., a braking mode switching command is generated when the failure state is in a failure state, and no switching command is generated otherwise). It outputs braking force through a preset constant torque. The hydraulic control optimization commands include the primary hydraulic control commands and secondary hydraulic control commands output by the primary constant deceleration braking mode and the secondary constant torque braking mode, as well as the braking mode switching command.

[0052] The first-level constant deceleration braking mode is a braking mode that achieves constant braking deceleration by dynamically adjusting the opening of the proportional valve to match the braking force and cableway inertia; the second-level constant torque braking mode is a two-level braking mode that outputs braking force according to a pre-constant torque, and shares the same sensors and hardware as the first-level constant deceleration braking mode.

[0053] The first-level braking state is obtained by performing state detection analysis on the constant deceleration braking mode. The specific analysis process is as follows:

[0054] Obtain the cableway operation parameters under constant deceleration braking mode, and obtain the real-time speed, cableway deceleration and braking command parameters for the current data acquisition cycle based on the cableway operation parameters;

[0055] The deceleration difference is calculated by comparing the cableway deceleration with a preset constant deceleration threshold. The absolute value of the deceleration difference is then compared to the constant deceleration threshold, and this ratio is denoted as the deceleration deviation rate. A preset rated maximum speed for the cableway is obtained, and a preset deviation tolerance threshold is input based on this rated maximum speed to output the formula. Calculate and output the tolerance threshold for slight deviation. Moderate deviation tolerance threshold and severe deviation tolerance threshold ;in, The preset adaptive adjustment coefficient, and Input the three deviation tolerance thresholds and the deceleration deviation rate into the preset deceleration anomaly index matching formula. Calculate the output deceleration anomaly index As it approaches 1, it indicates a more severe deviation in deceleration; among which, 0.95 is the deceleration deviation rate; 0.95 is the preset upper limit constant for deviation.

[0056] The ideal velocity trajectory is estimated using a preset extended Kalman filter (EKF): This involves acquiring a preset constant deceleration threshold, the EKF calculation cycle, and the ideal velocity estimate corresponding to the previous data acquisition cycle, and then applying the preset EKF state estimation equation. Calculate and output the velocity tracking residual value ;in, These are the ideal speed estimates for the current period and the previous period, respectively. These represent the constant deceleration threshold and the EKF calculation period, respectively; V represents the real-time speed; it reflects the degree of deviation between the actual speed and the ideal braking trajectory, and embodies the trajectory stability of constant deceleration control.

[0057] Input the velocity tracking residual value into the preset residual mapping formula. Calculate and output the speed tracking anomaly index ;in, The preset velocity residual tolerance threshold; It is a hyperbolic tangent function used to map residuals to the interval [0, 1], thereby enhancing the discriminative power of outliers.

[0058] Based on the braking command parameters, the braking command timestamp and the braking force attainment timestamp are obtained. The difference between the braking force attainment timestamp and the braking command timestamp is recorded as the braking force response delay. The braking force response delay is calculated and the predicted ideal delay is output using a preset autoregressive moving average model, i.e., using the autoregressive moving average model formula. Calculate the output to predict the ideal delay ;in, This represents the braking force response delay corresponding to the first two data acquisition cycles; These are all preset autoregressive coefficients, whose values ​​are obtained based on preset experimental data and are used to reflect the impact of historical delays. For example, the values ​​are 0.6 and 0.25. The moving average coefficients are preset and trained based on preset experimental data to reflect the influence of historical moving residuals. These are the previous sliding residual and the predicted ideal delay, respectively.

[0059] Input the current braking force response and the predicted ideal delay into the preset response delay anomaly calculation formula. Calculate and output the response anomaly index ;in, The current braking force response is delayed; The preset sliding residual tolerance threshold is set based on the response delay fluctuation of normal braking, i.e., the value is 0.05. It is the arctangent function, used to map numerical values ​​to the interval [0,1].

[0060] Input the deceleration anomaly index, velocity tracking anomaly index, and response anomaly index into the preset weighted comprehensive calculation formula for anomaly indices. Calculate and output the total value of the pattern anomaly zS; where, All are preset index composite weighting factors, and When the total abnormal value of the mode exceeds the preset abnormal tolerance threshold, a first-level braking state is generated as a failure state; otherwise, it is generated as an effective state.

[0061] The hydraulic control actuator is used to adjust the braking force matched by the oil pressure output of the hydraulic system. The hydraulic system includes a main hydraulic circuit and a backup hydraulic circuit. It is used to receive hydraulic control optimization commands and circuit status signals, and execute first-level hydraulic control commands, second-level hydraulic control commands, and braking mode switching commands based on the hydraulic control optimization commands. It monitors the circuit status signals, and when the circuit status signal corresponds to a failure signal, it generates a hydraulic circuit switching command, that is, switches the main hydraulic circuit to the backup hydraulic circuit.

[0062] The hydraulic redundancy protection module includes a failure judgment logic algorithm built into the electrical control module, which is used to extract hydraulic circuit parameters from relevant operating parameters. The failure judgment logic algorithm performs circuit state analysis on the hydraulic circuit parameters to obtain circuit state signals, and feeds back the circuit state signals to the hydraulic control unit.

[0063] The failure detection logic algorithm performs circuit state analysis on the hydraulic circuit parameters. The specific analysis process is as follows:

[0064] The hydraulic circuit parameters of the current data acquisition cycle are identified to obtain real-time oil pressure, hydraulic braking force and oil pressure temperature data. Based on the real-time oil pressure of the circuit, the oil pressure difference and the corresponding sampling time interval between two sampling points are obtained. The ratio of the oil pressure difference to the sampling time interval is calculated and marked as the oil pressure dynamic change rate. The braking force difference obtained by calculating the difference between the hydraulic braking force and the corresponding preset target braking force is marked as the braking force matching deviation value.

[0065] A comprehensive analysis of the real-time oil pressure and oil pressure temperature data of the circuit yielded abnormal oil pressure values, specifically:

[0066] Based on the real-time oil pressure and temperature data of the oil pressure acquisition loop, the adaptive optimal oil pressure value is derived by calculating the oil pressure temperature using a preset fuzzy rule base, i.e., by deriving the formula through fuzzy rules. Calculate and output the optimal oil pressure value ;in, Oil pressure temperature, These are the preset reference oil pressure and reference oil temperature values, respectively. This is the preset oil pressure correction factor, which is the correction factor for oil pressure as oil temperature changes. For example, for every 1°C increase in oil temperature, the oil viscosity decreases by about 2%, and the oil pressure needs to be reduced by 0.05MPa accordingly to maintain stable braking force.

[0067] And the oil pressure temperature is input into the preset adaptive deviation calculation formula. Calculate and output the maximum permissible deviation value ;in, The preset minimum design operating oil temperature, The preset deviation correction coefficient is the correction coefficient for deviation as the oil temperature changes. For example, for every 1°C increase in oil temperature, the oil viscosity decreases and the fluidity increases, and the allowable oil pressure fluctuation range can be expanded by 0.03MPa, ensuring that the deviation judgment at different oil temperatures conforms to the actual working conditions. This is the preset maximum allowable deviation value, which is the maximum allowable deviation when the oil temperature is the lowest designed working oil temperature. At this time, the oil viscosity is high, the fluidity is poor, and the oil pressure fluctuation range should be small.

[0068] Input the optimal oil pressure value and the maximum permissible deviation value into the preset oil pressure anomaly calculation formula. Calculate and output abnormal oil pressure values ;in, Real-time oil pressure of the circuit; The preset fuzzy gain coefficient is used to adjust... The response speed, i.e., when the oil pressure deviates from the normal range. It can quickly jump from the normal range to the severely abnormal range, avoiding misjudgment caused by slight oil pressure fluctuations, and can also respond quickly to faults (such as main circuit leakage); A preset fuzzy threshold is used to classify oil pressure conditions, such as the critical value for classifying slight oil pressure deviation from severe oil pressure deviation.

[0069] The abnormal values ​​of the rate of change of oil pressure were obtained through calculation and analysis, and are as follows:

[0070] Obtain a preset reference value for the rate of change of oil pressure, and input it into the state equation of the constructed sliding mode observer along with the current dynamic rate of change of oil pressure to calculate and output the sliding mode residual value; then obtain a preset maximum allowable residual value, and input it into the preset rate of change anomaly calculation formula along with the sliding mode residual value to calculate and output the rate of change anomaly value;

[0071] The above calculation formula includes:

[0072] Sliding mode observer state equation: ;

[0073] Formula for calculating abnormal rate of change: ;

[0074] in, This is a reference value for the rate of change of oil pressure; This refers to the dynamic change rate of oil pressure. The rate of change of oil pressure estimated by the sliding mode observer; This represents the sliding mode residual value; These are the outlier of the rate of change and the maximum permissible residual value, respectively. This is a preset switching gain used to ensure the observer tracks quickly and suppresses interference. The value is based on experimental fitting, for example, a value of 1.8. This is a symbolic function used to implement sliding mode switching and increase anti-interference capability; The cosine function is used to map the residuals to the [0,1] interval, achieving smooth quantization of outliers; the sliding mode observer is a nonlinear state observation method that tracks the state by designing a switching function. Ideal trajectory, sliding mode residual value It reflects the degree of deviation between the actual rate of change and the ideal trajectory, and is then obtained through nonlinear transformation. .

[0075] In-depth analysis of the braking force matching deviation values ​​yielded abnormal braking deviation values, specifically:

[0076] The real-time mass and speed of the cableway corresponding to the braking force matching deviation value are obtained from the database; the braking force matching deviation value, the real-time mass and speed of the cableway are input into a preset improved RBF neural network formula. Calculate and output abnormal braking deviation values Where F, V, and M represent the braking force matching deviation, real-time speed, and real-time mass of the cableway, respectively. The preset maximum braking force deviation value, the rated maximum speed of the cableway, and the maximum load capacity of the cableway are defined; X is the normalized input vector, with each component mapped to [0,1]. is the vector transpose symbol; n is the preset number of hidden layer nodes in the RBF neural network. The preset output layer weights correspond to the i-th node; Let be the center vector of the i-th node; Let be the width parameter of the i-th node; both the center vector and the width parameter are obtained through training on preset fault and normal samples. For example, the hidden layer has 5 layers, meaning it is trained on 500 sets of fault condition samples and normal condition samples. Possible values ; is the Euclidean norm, used to calculate the distance between the input vector and the center vector.

[0077] Input the abnormal values ​​of oil pressure, rate of change, and braking deviation into the preset weighted fusion calculation formula. Calculate the total abnormal value ZH of the output loop; where, These are all preset loop weighting factors, with values ​​ranging from 1 to 10. When the total abnormal value of the circuit exceeds the preset circuit abnormal threshold, the corresponding data acquisition period is marked as the failure judgment period. The number of consecutive failure judgment periods is counted and recorded as the failure period number. When the failure period number exceeds the preset failure period threshold, the circuit status signal is generated as the failure judgment signal; otherwise, it is a normal signal.

[0078] The fault memory interaction module visualizes the historical primary braking status and circuit status signals, as well as the corresponding fault handling logs, through a preset human-machine interface.

[0079] Furthermore, those skilled in the art will understand that aspects of the present invention can be described and illustrated through several patentable types or situations, including any new and useful combination of processes, machines, products, or substances, or any new and useful improvements thereof. Accordingly, aspects of the present invention can be implemented entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. All of the above hardware or software may be referred to as a "data block," "module," "engine," "unit," "component," or "system." Furthermore, aspects of the present invention may be embodied as a computer product located on one or more computer-readable media, the product comprising computer-readable program code.

[0080] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in a common dictionary shall be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0081] The foregoing description is illustrative of the invention and should not be construed as limiting it. Although several exemplary embodiments of the invention have been described, those skilled in the art will readily understand that many modifications can be made to the exemplary embodiments without departing from the novel teachings and advantages of the invention. Therefore, all such modifications are intended to be included within the scope of the invention as defined in the claims. It should be understood that the foregoing description is illustrative of the invention and should not be construed as limiting it to the specific embodiments disclosed, and modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the appended claims. The invention is defined by the claims and their equivalents.

Claims

1. A reciprocating passenger ropeway constant deceleration control system, including an electrical control module, characterized in that, Also includes: The data acquisition module is used to collect the operating parameters of the cableway and send them to the data storage unit; The hydraulic control module includes a two-stage braking conversion algorithm and a hydraulic control execution unit built into the electrical control module. It extracts relevant operating parameters to obtain cableway operating parameters, analyzes and controls these parameters using the two-stage braking conversion algorithm, outputs hydraulic control optimization commands, and sends these commands to the hydraulic control execution unit. The hydraulic control execution unit adjusts the braking force matched to the hydraulic system's oil pressure output. The hydraulic system includes a main hydraulic circuit and a backup hydraulic circuit. It receives hydraulic control optimization commands and circuit status signals, and executes them based on the optimization commands. It monitors the circuit status signals, and when a circuit status signal corresponds to a failure signal, it generates a hydraulic circuit switching command, switching the main hydraulic circuit to the backup hydraulic circuit. The specific analysis process for controlling and analyzing cableway operating parameters and outputting hydraulic control optimization commands through a two-stage braking conversion algorithm is as follows: The two-stage braking conversion algorithm includes a primary constant deceleration braking mode and a secondary constant torque braking mode. The primary constant deceleration braking mode is used for constant deceleration braking during cableway operation, and the primary braking state is obtained through state detection and analysis of the constant deceleration braking mode. When the primary braking state is in a failed state, a braking mode switching command is generated, and the primary constant deceleration braking mode is switched to the secondary constant torque braking mode according to the braking mode switching command. The secondary constant torque braking mode outputs braking force through a preset constant torque. The hydraulic control optimization command includes the primary hydraulic control command and the secondary hydraulic control command output by the primary constant deceleration braking mode and the secondary constant torque braking mode, as well as the braking mode switching command. The hydraulic redundancy protection module includes a failure judgment logic algorithm built into the electrical control module, which is used to extract hydraulic circuit parameters from relevant operating parameters; perform circuit state analysis on the hydraulic circuit parameters to obtain circuit state signals, and feed them back to the hydraulic control unit. The fault memory interaction module is used to visualize the primary braking status and circuit status signals, as well as the corresponding fault handling logs.

2. The reciprocating passenger ropeway constant deceleration control system according to claim 1, characterized in that, The electrical control module receives and stores real-time data from each system module through a preset core logic control unit, and generates control commands for each system module through a preset control algorithm. The core logic control unit includes at least a main controller, a secondary braking conversion algorithm, a failure judgment logic algorithm, and a data storage unit. The control commands include hydraulic control optimization commands and hydraulic circuit switching commands.

3. The reciprocating passenger ropeway constant deceleration control system according to claim 1, characterized in that, The data acquisition module specifically acquires operational data from the cableway using a preset data sensor group according to a set data acquisition cycle. The operational data includes cableway operating parameters and hydraulic circuit parameters. The cableway operating parameters include real-time speed, cableway deceleration, and braking command parameters. The hydraulic circuit parameters include real-time oil pressure, hydraulic braking force, and oil pressure temperature data.

4. The reciprocating passenger ropeway constant deceleration control system according to claim 2, characterized in that, The specific analysis process for obtaining the first-level braking state by performing state detection analysis on the constant deceleration braking mode is as follows: Obtain the cableway operation parameters under constant deceleration braking mode, and obtain the real-time speed, cableway deceleration and braking command parameters for the current data acquisition cycle based on the cableway operation parameters; The deceleration difference is calculated by comparing the cableway deceleration with a preset constant deceleration threshold. The absolute value of the deceleration difference is then compared to the constant deceleration threshold, and this ratio is labeled as the deceleration deviation rate. A preset rated maximum speed of the cableway is obtained, and based on this rated maximum speed, a preset deviation tolerance threshold is calculated using an output formula to output a slight deviation tolerance threshold. Moderate deviation tolerance threshold and severe deviation tolerance threshold Input the three deviation tolerance thresholds and the deceleration deviation rate into the preset deceleration anomaly index matching formula. Calculate the output deceleration anomaly index ;in, 0.95 is the deceleration deviation rate; 0.95 is the preset upper limit constant for deviation. The ideal velocity trajectory is estimated using a preset extended Kalman filter: This involves obtaining the ideal velocity estimate corresponding to a preset constant deceleration threshold, the EKF calculation cycle, and the previous data acquisition cycle, and then applying the preset EKF state estimation equation. Calculate and output the speed tracking residual value ;in, These are the ideal speed estimates for the current period and the previous period, respectively; These are the constant deceleration threshold and EKF calculation period, respectively; V is the real-time speed; the speed tracking residual value is input into the preset residual mapping formula to calculate and output the speed tracking anomaly index; Based on the braking command parameters, the braking command timestamp and the braking force attainment timestamp are obtained. The difference between the braking force attainment timestamp and the braking command timestamp is recorded as the braking force response delay. The braking force response delay is calculated and the predicted ideal delay is output using a preset autoregressive moving average model, i.e., using the autoregressive moving average model formula. Calculate the output to predict the ideal delay ;in, This represents the braking force response delay corresponding to the first two data acquisition cycles; All are preset autoregressive coefficients; The preset moving average coefficient; These are the previous sliding residual and the predicted ideal delay, respectively; the current braking force response and the predicted ideal delay are input into the preset response delay anomaly calculation formula to calculate and output the response anomaly index; The deceleration anomaly index, speed tracking anomaly index, and response anomaly index are input into a preset weighted comprehensive calculation formula to calculate and output the total anomaly value of the mode. When the total anomaly value of the mode exceeds the preset anomaly tolerance threshold, a first-level braking state is generated as a failure state; otherwise, a valid state is generated.

5. The reciprocating passenger ropeway constant deceleration control system according to claim 2, characterized in that, The failure judgment logic algorithm performs circuit state analysis on the hydraulic circuit parameters, and its specific analysis process is as follows: The system identifies the hydraulic circuit parameters for the current data acquisition cycle to obtain real-time oil pressure, hydraulic braking force, and oil pressure temperature data. Based on the real-time oil pressure, it acquires the oil pressure difference and corresponding sampling time interval between two sampling points. The ratio of the oil pressure difference to the sampling time interval is calculated and marked as the oil pressure dynamic change rate. The braking force difference calculated by the hydraulic braking force and the corresponding preset target braking force is marked as the braking force matching deviation value. The system comprehensively analyzes the real-time oil pressure and oil pressure temperature data to obtain oil pressure anomalies; calculates and analyzes the oil pressure dynamic change rate to obtain rate of change anomalies; and conducts in-depth analysis of the braking force matching deviation value to obtain braking deviation anomalies. The abnormal values ​​of oil pressure, rate of change, and braking deviation are input into a preset weighted fusion calculation formula to calculate the total abnormal value of the circuit. When the total abnormal value of the circuit exceeds the preset circuit abnormal threshold, the corresponding data acquisition cycle is marked as the failure judgment cycle. The number of consecutive failure judgment cycles is counted and recorded as the failure cycle number. When the failure cycle number exceeds the preset failure cycle threshold, a circuit status signal is generated as a failure judgment signal; otherwise, it is a normal signal.

6. The reciprocating passenger ropeway constant deceleration control system according to claim 5, characterized in that, The oil pressure anomaly value is obtained by comprehensively analyzing the real-time oil pressure and oil pressure temperature data of the circuit, specifically as follows: Based on the real-time oil pressure and temperature data of the oil pressure acquisition loop, the adaptive optimal oil pressure value is derived by calculating the oil pressure temperature using a preset fuzzy rule base, i.e., by deriving the formula through fuzzy rules. Calculate and output the optimal oil pressure value ;in, Oil pressure temperature, These are the preset reference oil pressure and reference oil temperature values, respectively. This is the preset oil pressure correction factor; And the oil pressure temperature is input into the preset adaptive deviation calculation formula. Calculate and output the maximum permissible deviation value ;in, The preset minimum design operating oil temperature, is the preset deviation correction factor, and is the correction factor for deviation as oil temperature changes; This is the preset maximum permissible deviation value for the reference. Input the optimal oil pressure value and the maximum permissible deviation value into the preset oil pressure anomaly calculation formula. Calculate and output abnormal oil pressure values ;in, Real-time oil pressure of the circuit; The preset fuzzy gain coefficient; The preset fuzzy threshold is used.

7. The reciprocating passenger ropeway constant deceleration control system according to claim 6, characterized in that, The calculation and analysis of the dynamic change rate of oil pressure yielded anomalies, specifically: Obtain a preset reference value for the rate of change of oil pressure, and input it into the state equation of the constructed sliding mode observer along with the current dynamic rate of change of oil pressure to calculate and output the sliding mode residual value; then obtain a preset maximum allowable residual value, and input it into the preset rate of change anomaly calculation formula along with the sliding mode residual value to calculate and output the rate of change anomaly value; Sliding mode observer state equation: ; Formula for calculating abnormal rate of change: ; in, This is a reference value for the rate of change of oil pressure; This refers to the dynamic change rate of oil pressure. The rate of change of oil pressure estimated by the sliding mode observer; This represents the sliding mode residual value; These are the outlier of the rate of change and the maximum permissible residual value, respectively. The preset switching gain; This is a symbolic function used to implement sliding mode switching.

8. The reciprocating passenger ropeway constant deceleration control system according to claim 7, characterized in that, The in-depth analysis of the braking force matching deviation value yielded abnormal braking deviation values, specifically as follows: The real-time mass and speed of the cableway corresponding to the braking force matching deviation value are obtained from the database; the braking force matching deviation value, the real-time mass and speed of the cableway are input into a preset improved RBF neural network formula. Calculate and output abnormal braking deviation values Where F, V, and M represent the braking force matching deviation, real-time speed, and real-time mass of the cableway, respectively. The preset maximum braking force deviation value, the rated maximum speed of the cableway, and the maximum load capacity of the cableway are defined; X is the normalized input vector, with each component mapped to [0,1]. is the vector transpose symbol; n is the preset number of hidden layer nodes in the RBF neural network. The preset output layer weights correspond to the i-th node; Let be the center vector of the i-th node; Let be the width parameter of the i-th node; is the Euclidean norm, used to calculate the distance between the input vector and the center vector.

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