Train pipe initial braking pressure reduction amount control method, device, equipment and medium

Abstract

The invention discloses a train pipe initial braking pressure reduction amount control method, device and equipment and a medium, and relates to the technical field of rail transit braking, and the method comprises the steps that when it is monitored that a locomotive brake implements initial braking operation, pressure values of a balance pipe and a train pipe in the locomotive brake are detected respectively, and a first pressure value and a second pressure value are obtained; calculating a difference value between the first pressure value and the second pressure value to obtain a hysteresis value of a relay valve in the locomotive brake to obtain a first hysteresis value; a standard pressure reduction amount set for the train pipe in advance during initial braking is obtained, the sum of the standard pressure reduction amount and the first hysteresis value is calculated, and a first control target value is obtained; and controlling the pressure of the current balance pipe to be a first control target value through the locomotive brake so as to drive the relay valve to control the pressure reduction amount of the train pipe. According to the method, the influence of the relay valve hysteresis characteristic on the train pipe pressure reduction control precision can be counteracted, and therefore precise control over the pressure reduction during initial braking of the locomotive train pipe is achieved.

Description

Technical Field

[0001] This application relates to the field of rail transit braking technology, and in particular to a method, device, equipment and medium for controlling the initial braking pressure reduction of a train tube. Background Technology

[0002] In the operation of trains (such as freight trains, including freight locomotives and freight cars), the control of the train tube pressure reduction by the locomotive operator is the core of applying and releasing the braking force of the entire train. The accuracy of the locomotive's control over the train tube pressure reduction directly affects the output of the overall braking force of the train. Initial braking, as the minimum air braking force control level during train braking, is frequently used when trains are operating on lines with heavy axle loads, long formations, and long gradients. Due to the longitudinal impact of long formations and the deflection force of curves, the accuracy and consistency of the train tube pressure reduction during initial braking directly affect the operating habits of train drivers and the operational safety of long trains. Furthermore, freight trains are particularly sensitive to the train tube pressure reduction during initial braking, therefore, precise control of the train tube pressure reduction during initial braking is required.

[0003] Currently, when locomotive brakes control the pressure reduction of the train pipe, the brakes control the pressure value of the equalizing pipe, and then the relay valve is used to control the air pressure in the train pipe for filling and venting. The control accuracy of the train pipe pressure reduction is mainly determined by the pressure control accuracy of the equalizing pipe, the mechanical characteristics of the relay valve, and the ability to mitigate temperature changes. However, due to the inherent characteristics of the relay valve, such as mechanical hysteresis and inconsistent operation, and the fact that freight trains consist of locomotives pulling multiple freight cars with a large train pipe capacity (which varies depending on the train's formation), coupled with factors such as train pipe leakage, precise control of the train pipe pressure reduction is quite difficult. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a method, device, equipment, and medium for controlling the initial braking pressure reduction of the train pipe, which can counteract the influence of the relay valve's hysteresis characteristics on the control accuracy of the train pipe pressure reduction, thereby achieving precise control of the pressure reduction during the initial braking of the locomotive train pipe and providing a reliable guarantee for the safe operation of the train. The specific solution is as follows:

[0005] In a first aspect, this application discloses a method for controlling the initial braking pressure reduction of a train tube, applied to a locomotive braking control system, comprising:

[0006] When the locomotive brake is detected to be performing initial braking operation, the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake are detected respectively to obtain the first pressure value and the second pressure value.

[0007] The difference between the first pressure value and the second pressure value is calculated to obtain the hysteresis value of the relay valve in the locomotive brake, thus obtaining the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe;

[0008] Obtain the standard decompression amount pre-set for the initial braking of the train tube, and calculate the sum of the standard decompression amount and the first hysteresis value to obtain the first control target value;

[0009] The locomotive brake controls the current pressure of the equalization pipe to the first control target value, thereby driving the relay valve to control the pressure reduction of the train pipe.

[0010] Optionally, the step of detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake respectively to obtain a first pressure value and a second pressure value includes:

[0011] The pressure value of the equalizer pipe in the locomotive brake is detected to obtain a first pressure value, and the pressure value of the train pipe in the locomotive brake in the fully released state is detected to obtain a second pressure value.

[0012] Optionally, after controlling the pressure of the equalization tube to the first control target value via the locomotive brake, the method further includes:

[0013] Obtain the current pressure reduction of the train pipe, get the actual pressure reduction, and determine whether the actual pressure reduction is within the preset pressure reduction range.

[0014] If the actual pressure reduction is not within the preset pressure reduction range, the difference between the actual pressure reduction and the standard pressure reduction is calculated to obtain the pressure reduction difference, and it is determined whether the pressure reduction difference exceeds the preset pressure difference.

[0015] If the pressure reduction difference exceeds the preset pressure difference, the sum of the pressure reduction difference and the first control target value is calculated to obtain the second control target value;

[0016] The locomotive brake controls the current pressure of the equalization pipe to the second control target value, thereby driving the relay valve to control the pressure reduction of the train pipe.

[0017] Optionally, obtaining the current pressure reduction of the train pipe to get the actual pressure reduction includes:

[0018] The pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain the third pressure value and the fourth pressure value;

[0019] Calculate the difference between the third pressure value and the fourth pressure value to obtain the second hysteresis value, and determine whether the second hysteresis value is consistent with the first hysteresis value;

[0020] If the second hysteresis value is inconsistent with the first hysteresis value, and it is detected that the locomotive brake is released and the initial braking operation is re-implemented, then the current pressure reduction of the train pipe is obtained, and the actual pressure reduction is obtained.

[0021] Optionally, before detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake respectively to obtain the first pressure value and the second pressure value, the method further includes:

[0022] The number of times the relay valve inside the locomotive brake is activated is obtained to get the first number of activations;

[0023] Accordingly, the step of detecting the pressure values ​​of the current equalization pipe and the train pipe respectively to obtain the third pressure value and the fourth pressure value includes:

[0024] Obtain the current number of actions of the relay valve, obtain the second number of actions, and calculate the difference between the second number of actions and the first number of actions to obtain the action number difference;

[0025] Determine whether the difference in the number of actions is greater than a preset action threshold;

[0026] If the difference in the number of actions is greater than a preset action threshold, the pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain the third pressure value and the fourth pressure value.

[0027] Optionally, before detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake respectively to obtain the first pressure value and the second pressure value, the method further includes:

[0028] Obtain current environmental information affected by seasonal changes to obtain environmental information for the first season;

[0029] Accordingly, the step of detecting the pressure values ​​of the current equalization pipe and the train pipe respectively to obtain the third pressure value and the fourth pressure value includes:

[0030] Obtain current environmental information affected by seasonal changes, obtain environmental information for the second season, and determine whether the environmental information for the first season is consistent with the environmental information for the second season;

[0031] If the environmental information of the first season is inconsistent with the environmental information of the second season, the pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain the third pressure value and the fourth pressure value.

[0032] Optionally, controlling the pressure of the equalization pipe to the first control target value via the locomotive brake to drive the relay valve to control the pressure reduction of the train pipe includes:

[0033] The equalization tube's air supply / exhaust channel is controlled to supply / exhaust air according to the first control target value, so that the relay valve's diaphragm actuates and opens the train tube's air supply or exhaust channel, thereby controlling the decompression of the train tube.

[0034] Secondly, this application discloses a train tube initial braking pressure reduction control device, applied to a locomotive braking control system, comprising:

[0035] The detection module is used to detect the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake when the locomotive brake is detected to be performing initial braking operation, and to obtain the first pressure value and the second pressure value.

[0036] The first calculation module is used to calculate the difference between the first pressure value and the second pressure value to obtain the hysteresis value of the relay valve in the locomotive brake, thus obtaining the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe;

[0037] The acquisition module is used to acquire the standard decompression amount during initial braking that is pre-set for the train tube;

[0038] The second calculation module is used to calculate the sum of the standard pressure reduction and the first hysteresis value to obtain the first control target value;

[0039] The control module is used to control the current pressure of the equalization pipe to the first control target value through the locomotive brake, so as to drive the relay valve to control the pressure reduction of the train pipe.

[0040] Thirdly, this application discloses an electronic device, including a processor and a memory; wherein, when the processor executes a computer program stored in the memory, it implements the aforementioned train tube initial braking pressure reduction control method.

[0041] Fourthly, this application discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned train tube initial braking pressure reduction control method.

[0042] As can be seen, this application is applied to a locomotive braking control system. When the locomotive brake is detected to be performing initial braking, the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake are detected respectively to obtain a first pressure value and a second pressure value. Then, the difference between the first pressure value and the second pressure value is calculated to obtain the hysteresis value of the relay valve in the locomotive brake to obtain a first hysteresis value. The relay valve is located between the equalizer pipe and the train pipe. Next, the standard pressure reduction amount for initial braking, which is preset for the train pipe, is obtained, and the sum of the standard pressure reduction amount and the first hysteresis value is calculated to obtain a first control target value. Then, the pressure of the equalizer pipe is controlled by the locomotive brake to be the first control target value, so as to drive the relay valve to control the pressure reduction amount of the train pipe. This application, upon detecting the initial braking operation of the locomotive brake, first calculates the pressure difference between the equalizing pipe and the train pipe, using this pressure difference as the hysteresis value of the relay valve. Then, it calculates the sum of the standard pressure reduction of the train pipe and the hysteresis value to obtain the control target value. The pressure of the equalizing pipe is adjusted according to the control target value. Thus, through the indirect action of the relay valve connected to the equalizing pipe, precise control of the train pipe pressure reduction is achieved. Based on the standard pressure reduction of the train pipe, this application combines the actual characteristics of the relay valve (i.e., the hysteresis characteristic between the control pressure of the relay valve (equalizing pipe pressure) and the target pressure (train pipe pressure), and uses the sum of these two as one of the bases for the braking control system to control the equalizing pipe pressure reduction. This can offset the influence of the relay valve's hysteresis characteristic on the control accuracy of the train pipe pressure reduction, thereby achieving precise control of the pressure reduction during the initial braking of the locomotive train pipe, thus improving the control accuracy of the pressure reduction during the initial braking of the locomotive train pipe, and providing a reliable guarantee for the safe operation of the train. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0044] Figure 1 This application discloses a flowchart of a method for controlling the initial braking pressure reduction of a train tube.

[0045] Figure 2 This is a schematic diagram of a specific locomotive braking control system disclosed in this application;

[0046] Figure 3 This application discloses a specific method for controlling the initial braking pressure reduction of a train tube.

[0047] Figure 4This is a schematic diagram of a train tube initial braking pressure reduction control device disclosed in this application.

[0048] Figure 5 This is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] This application discloses a method for controlling the initial braking pressure reduction of a train tube, applied to a locomotive braking control system. See [link to relevant documentation]. Figure 1 As shown, the method includes:

[0051] Step S11: When the locomotive brake is detected to be performing initial braking operation, the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake are detected respectively to obtain the first pressure value and the second pressure value.

[0052] It should be noted that the train pipe initial braking pressure reduction control scheme proposed in this application is applied to the locomotive braking control system. When the system detects that the locomotive brake is performing initial braking operation (such as when the handle is pushed from the operating position to the initial braking position), it detects the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake respectively, and obtains the corresponding first pressure value P1 and second pressure value P2.

[0053] Specifically, the step of detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake to obtain a first pressure value and a second pressure value may include: detecting the pressure value of the equalizer pipe in the locomotive brake to obtain a first pressure value, and detecting the pressure value of the train pipe in the locomotive brake in a fully released state to obtain a second pressure value. In this embodiment, when the locomotive brake is monitored during the initial braking performance test, the pressure value P1 of the equalizer pipe after initial braking and the initial pressure value P2 (e.g., 603 kPa) of the train pipe in a fully released state are detected and recorded. It can be understood that train braking refers to the technical means of artificially stopping train movement, encompassing deceleration, stopping, and operation control functions. Releasing or weakening the braking effect on a braked train or locomotive is called release, and complete release refers to the process of the locomotive braking system completely releasing the brake through air pressure changes.

[0054] Step S12: Calculate the difference between the first pressure value and the second pressure value to obtain the hysteresis value of the relay valve in the locomotive brake, and obtain the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe.

[0055] It should be noted that this application uses the pressure reduction of the train pipe during initial braking as the control target value, replacing the traditional control method that uses the pressure reduction of the equalizing pipe as a fixed target value. Furthermore, this braking control system specifically obtains the target value of the equalizing pipe pressure reduction based on the actual characteristics of the relay valve in the locomotive brake and the pressure value of the train pipe in the fully released state. The actual characteristics of the relay valve are the hysteresis characteristics between the control pressure of the relay valve (pressure value P1 of the equalizing pipe) and the target pressure (pressure value P2 of the train pipe). The locomotive brake will detect the hysteresis value of the relay valve in real time and use this value as one of the bases for the locomotive braking control system to control the pressure reduction of the equalizing pipe.

[0056] Specifically, after detecting the pressure values ​​P1 in the equalization pipe and P2 in the train pipe during the initial braking operation, the sum of the two pressure values ​​is calculated to obtain the hysteresis value P of the relay valve inside the locomotive brake. H (e.g., 5 kPa), i.e., P H =P1-P2.

[0057] For details, see Figure 2 As shown, a locomotive brake (such as one located inside a freight locomotive in a freight train, which may also include multiple freight cars) includes components such as a relay valve, a balance pipe, and a train pipe. The relay valve is located between the balance pipe and the train pipe, and the brake can control the pressure within the balance pipe. When the locomotive brake is released, the pressure in the balance pipe rises, and the main air supply is pumped into the train pipe through the relay valve. When the locomotive brake is applied, the pressure in the balance pipe drops, and the pressurized air in the train pipe is discharged to the atmosphere through the relay valve.

[0058] The primary function of the train pipe is to transmit braking signals, and its stability and response speed directly affect the safety of train operation. During train operation, braking or releasing commands can be issued to the entire train by controlling pressure changes in the train pipe. When braking is required, the pressure within the train pipe can be reduced, and this pressure change propagates rapidly along the train pipe, notifying the braking systems (such as brake cylinders) of each carriage to prepare for corresponding braking. The relay valve consists of components such as a main air shut-off valve, a dual-port relay valve, and a pipe seat. Its main structure includes components such as a shut-off valve, an air supply valve, an air exhaust valve, a diaphragm, an overcharge plunger, and a push rod.

[0059] Step S13: Obtain the standard decompression amount for the initial braking of the train tube that has been set in advance, and calculate the sum of the standard decompression amount and the first hysteresis value to obtain the first control target value.

[0060] In this embodiment, after obtaining the hysteresis value of the relay valve inside the locomotive brake, the standard pressure reduction amount for initial braking, which is pre-set for the train pipe, is further obtained. This standard pressure reduction amount refers to the minimum pressure requirement to ensure effective response of the train brake. This value directly affects the smooth application of the train braking force. For example, 50 kPa (kilopascal) is sufficient. Insufficient initial pressure reduction may lead to insufficient braking force, affecting stopping distance or causing safety hazards. Therefore, the rationality of this value setting can ensure sufficient braking force and guarantee smooth train deceleration. After obtaining the standard pressure reduction amount, the standard pressure reduction amount and the aforementioned first hysteresis value P are calculated. H The sum of these values ​​yields the first control target value P. E1 That is, P E1 =P+P H =50+5=55 kPa.

[0061] Step S14: The locomotive brake controls the current pressure of the equalization pipe to the first control target value, so as to drive the relay valve to control the pressure reduction of the train pipe.

[0062] In this embodiment, the locomotive brake can operate according to the first control target value P. E1 (i.e., 55 kPa) Control the current pressure of the equalizing pipe, such as opening the air supply / exhaust channel of the equalizing pipe, thereby driving the relay valve connected to the equalizing pipe to act, so as to achieve precise control of the pressure reduction of the train pipe.

[0063] Specifically, controlling the pressure of the equalization pipe to the first control target value via the locomotive brake to drive the relay valve to control the pressure reduction of the train pipe can include: controlling the equalization pipe's air inlet / outlet channel to inflate / exhaust according to the first control target value, so that the diaphragm of the relay valve actuates and opens the air inlet or outlet channel of the train pipe, thereby controlling the pressure reduction of the train pipe. In this embodiment, the first control target value P can be used. E1 (i.e., 55 kPa) The equalization tube's air supply / exhaust channel is opened to supply air to the air supply channel or exhaust air through the exhaust channel, thereby causing the diaphragm of the relay valve connected to the equalization tube to actuate, thereby opening the air supply or exhaust channel of the train tube to achieve precise control of the train tube's pressure reduction.

[0064] As can be seen, in this embodiment, when the locomotive brake is detected to be performing initial braking, the pressure difference between the equalizer and the train pipe is first calculated, and this pressure difference is used as the hysteresis value of the relay valve. Then, the standard pressure reduction of the train pipe and the hysteresis value are calculated to obtain the control target value. The pressure of the equalizer is adjusted according to the control target value. Thus, the pressure reduction of the train pipe is accurately controlled through the indirect action of the relay valve connected to the equalizer. Based on the standard pressure reduction of the train pipe, this application combines the actual characteristics of the relay valve (i.e., the hysteresis characteristics between the control pressure of the relay valve (equalizer pressure) and the target pressure (train pipe pressure)) and uses the sum of the two as one of the bases for the braking control system to control the pressure reduction of the equalizer. This can offset the influence of the hysteresis characteristics of the relay valve on the control accuracy of the pressure reduction of the train pipe, thereby achieving accurate control of the pressure reduction during the initial braking of the locomotive train pipe. This improves the control accuracy of the pressure reduction during the initial braking of the locomotive train pipe, thus providing a reliable guarantee for the safe operation of the train.

[0065] This application discloses a specific method for controlling the initial braking pressure reduction of a train tube, applied to a locomotive braking control system. See [link to relevant documentation]. Figure 2 As shown, the method includes:

[0066] Step S21: When the locomotive brake is detected to be performing initial braking operation, the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake are detected respectively to obtain the first pressure value and the second pressure value.

[0067] Step S22: Calculate the difference between the first pressure value and the second pressure value to obtain the hysteresis value of the relay valve in the locomotive brake, and obtain the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe.

[0068] Step S23: Obtain the standard decompression amount for the initial braking of the train tube that has been set in advance, and calculate the sum of the standard decompression amount and the first hysteresis value to obtain the first control target value.

[0069] Step S24: Control the pressure of the equalization tube to the first control target value through the locomotive brake.

[0070] Step S25: Obtain the current pressure reduction of the train pipe, get the actual pressure reduction, and determine whether the actual pressure reduction is within the preset pressure reduction range.

[0071] It is understandable that the hysteresis value of the relay valve will change due to wear and tear, ambient temperature, etc. Therefore, when re-braking after the pressure is released, it is necessary to re-determine whether the pressure reduction of the train pipe is within the preset pressure reduction range.

[0072] In this embodiment, after the locomotive brake controls the pressure of the current equalization pipe according to the first control target value, it can further obtain the current pressure reduction of the train pipe to obtain the actual pressure reduction P3, and determine whether the actual pressure reduction P3 is within the preset pressure reduction range (e.g., 50±2kPa).

[0073] In this embodiment, obtaining the current pressure reduction of the train pipe to obtain the actual pressure reduction may specifically include: detecting the pressure values ​​of the current equalizing pipe and the train pipe respectively to obtain a third pressure value and a fourth pressure value; calculating the difference between the third pressure value and the fourth pressure value to obtain a second hysteresis value, and determining whether the second hysteresis value is consistent with the first hysteresis value; if the second hysteresis value is inconsistent with the first hysteresis value, and it is detected that the locomotive brake has been released and the initial braking operation has been re-implemented, then the current pressure reduction of the train pipe is obtained to obtain the actual pressure reduction. In this embodiment, the pressure values ​​of the current equalizing pipe and the train pipe are first detected to obtain the third pressure value and the fourth pressure value, and the difference between the two pressure values ​​is calculated to obtain the second hysteresis value, and then it is determined whether the second hysteresis value is consistent with the first hysteresis value P. E1 If the two hysteresis values ​​are identical or the difference between them is within a preset range, they are considered to be consistent. Otherwise, they are considered to be inconsistent. In this case, when the locomotive brake is released and the initial braking operation is re-implemented, the current decompression amount of the train pipe can be obtained to get the actual decompression amount P3.

[0074] In this embodiment, before detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake to obtain the first pressure value and the second pressure value, the method may further include: obtaining the number of times the relay valve in the locomotive brake is activated to obtain the first number of activations; correspondingly, detecting the pressure values ​​of the equalizer pipe and the train pipe to obtain the third pressure value and the fourth pressure value may specifically include: obtaining the number of times the relay valve is activated to obtain the second number of activations, and calculating the difference between the second number of activations and the first number of activations to obtain the difference in the number of activations; determining whether the difference in the number of activations is greater than a preset activation threshold; if the difference in the number of activations is greater than the preset activation threshold, then detecting the pressure values ​​of the equalizer pipe and the train pipe to obtain the third pressure value and the fourth pressure value. In this embodiment, considering the numerous factors influencing the hysteresis value of the relay valve, although the consistency of the relay valve is good in the short term, its hysteresis value may change with the increase in the number of relay valve operations during long-term use. For example, the hysteresis value increases with the number of relay valve operations. Therefore, it is necessary to calibrate the pressure reduction during the initial braking of the train pipe to offset the change in the relay valve hysteresis value. Specifically, before controlling the pressure reduction of the train pipe, the number of operations of the relay valve in the locomotive brake is counted to obtain the first number of operations. After the pressure reduction control is completed, the number of operations of the relay valve is counted again to obtain the second number of operations. The increment of the number of operations of the relay valve is then calculated, i.e., the difference between the second number of operations and the first number of operations. If the difference exceeds the preset operation threshold, it indicates that the hysteresis value of the relay valve may have changed. At this time, the pressure values ​​of the equalization pipe and the train pipe can be detected again to calibrate the pressure reduction during the initial braking of the train pipe to offset the change in the hysteresis value of the relay valve.

[0075] In this embodiment, before detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake to obtain the first pressure value and the second pressure value, the method may further include: acquiring current environmental information subject to seasonal changes to obtain first seasonal environmental information; correspondingly, the step of detecting the current pressure values ​​of the equalizer pipe and the train pipe to obtain the third pressure value and the fourth pressure value may specifically include: acquiring current environmental information subject to seasonal changes to obtain second seasonal environmental information, and determining whether the first seasonal environmental information is consistent with the second seasonal environmental information; if the first seasonal environmental information is inconsistent with the second seasonal environmental information, then detecting the current pressure values ​​of the equalizer pipe and the train pipe to obtain the third pressure value and the fourth pressure value. In this embodiment, considering that the relay valve hysteresis value is affected by many factors and may be affected by seasonal environmental changes (such as temperature, humidity, etc.), for example, the hysteresis value of the relay valve in winter is usually greater than that in summer, therefore, it is necessary to calibrate the pressure reduction amount during the initial braking of the train pipe to compensate for the change in the relay valve hysteresis value. Specifically, before controlling the pressure reduction of the train pipe, the first seasonal environmental information can be obtained by acquiring the current seasonal environmental information. After the pressure reduction control is completed, the second seasonal environmental information can be obtained by acquiring the current seasonal environmental information again. Then, it can be determined whether the two seasonal environmental information are consistent. If they are inconsistent, it indicates that the hysteresis value of the relay valve may have changed. At this time, the pressure values ​​of the equalization pipe and the train pipe can be detected again to calibrate the pressure reduction during the initial braking of the train pipe, so as to counteract the change in the hysteresis value of the relay valve.

[0076] In one specific implementation, if the first seasonal environmental information is inconsistent with the second seasonal environmental information, the pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain a third pressure value and a fourth pressure value. Specifically, this may include: if the seasonal information in the first and second seasonal environmental information is inconsistent, determining whether the difference between the temperature and / or humidity in the first and second seasonal environmental information is within a preset range; if the difference is not within the preset range, the pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain a third pressure value and a fourth pressure value. That is, firstly, it is determined whether the seasonal environmental information collected at two different times shows that they are in the same season (e.g., summer); if they correspond to two seasons (e.g., one summer and one winter), then it is further determined whether the temperature and humidity have changed significantly; if they have changed significantly, the pressure values ​​of the equalization pipe and the train pipe are detected again, so that the decompression amount during the initial braking of the train pipe can adapt to the change in ambient temperature, thereby achieving precise control of the decompression amount of the train pipe.

[0077] Step S26: If the actual pressure reduction is not within the preset pressure reduction range, calculate the difference between the actual pressure reduction and the standard pressure reduction to obtain the pressure reduction difference, and determine whether the pressure reduction difference exceeds the preset pressure difference.

[0078] In this embodiment, if the actual pressure reduction P3 is not within the preset pressure reduction range (e.g., 50±2kPa), or exceeds the range of 50±3kPa, then the difference between the actual pressure reduction P3 and the standard pressure reduction P is further calculated to obtain the pressure reduction difference P. X =P3-P, and determine the pressure reduction difference P. X Does it exceed the preset pressure difference (e.g., 3 kPa)?

[0079] Step S27: If the pressure reduction difference exceeds the preset pressure difference, calculate the sum of the pressure reduction difference and the first control target value to obtain the second control target value.

[0080] In this embodiment, if the pressure reduction difference P X If the pressure difference exceeds the preset differential pressure, calculate the pressure reduction difference P. X With the first control target value P E1 The sum of these values ​​yields the second control target value P. E2 =P X +P E1 .

[0081] Step S28: The locomotive brake controls the current pressure of the equalization pipe to the second control target value, so as to drive the relay valve to control the pressure reduction of the train pipe.

[0082] In this embodiment, the locomotive brake operates using the modified second control target value P. E2 The pressure in the equalization pipe is controlled by opening the diaphragm of the drive relay valve to precisely control the pressure reduction in the train pipe.

[0083] For more detailed processing procedures of steps S21 to S24, please refer to the corresponding content disclosed in the foregoing embodiments, which will not be repeated here.

[0084] As can be seen, in the process of controlling the initial braking pressure reduction of the train tube in this embodiment, the change in the hysteresis value of the relay valve is monitored. If a large change in the hysteresis value is detected, the change in the hysteresis value is superimposed on the control target value of the equalizer tube, thereby automatically changing the control target value of the equalizer tube. That is, the pressure reduction during the initial braking of the train tube is automatically calibrated, realizing precise control of the pressure reduction of the train tube, and thus providing a reliable guarantee for the safe operation of the train.

[0085] Accordingly, this application also discloses a train tube initial braking pressure reduction control device, see [link to relevant documentation]. Figure 4 As shown, the device includes:

[0086] The detection module 11 is used to detect the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake when the locomotive brake is detected to be performing initial braking operation, and to obtain the first pressure value and the second pressure value.

[0087] The first calculation module 12 is used to calculate the difference between the first pressure value and the second pressure value to obtain the hysteresis value of the relay valve in the locomotive brake, and obtain the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe;

[0088] The acquisition module 13 is used to acquire the standard decompression amount during the initial braking that is pre-set for the train tube;

[0089] The second calculation module 14 is used to calculate the sum of the standard pressure reduction and the first hysteresis value to obtain the first control target value;

[0090] The control module 15 is used to control the pressure of the equalization pipe to the first control target value through the locomotive brake, so as to drive the relay valve to control the pressure reduction of the train pipe.

[0091] The specific workflow of each of the above modules can be found in the relevant content disclosed in the foregoing embodiments, and will not be repeated here.

[0092] Furthermore, embodiments of this application also disclose an electronic device, Figure 5 This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content of the diagram should not be construed as limiting the scope of this application.

[0093] Figure 5 This is a schematic diagram of the structure of an electronic device 20 provided in an embodiment of this application. Specifically, the electronic device 20 may include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the train tube initial braking pressure reduction control method disclosed in any of the foregoing embodiments. Furthermore, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0094] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 25 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0095] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or optical disk, etc. The resources stored thereon can include operating system 221, computer program 222, etc., and the storage method can be temporary storage or permanent storage.

[0096] The operating system 221 is used to manage and control the various hardware devices on the electronic device 20 and the computer program 222, which may be Windows Server, Netware, Unix, Linux, etc. In addition to including a computer program capable of performing the train tube initial braking pressure reduction control method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 222 may further include a computer program capable of performing other specific tasks.

[0097] Furthermore, this application also discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned train tube initial braking pressure reduction control method. Specific steps of this method can be found in the corresponding content disclosed in the foregoing embodiments, and will not be repeated here.

[0098] Furthermore, embodiments of this application also disclose a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the train tube initial braking pressure reduction control method disclosed above.

[0099] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0100] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0101] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0102] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0103] The foregoing has provided a detailed description of the train tube initial braking pressure reduction control method, device, equipment, and medium provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for controlling the initial braking pressure reduction of a train tube, characterized in that, Applied to locomotive braking control systems, including: When the locomotive brake is detected to be performing initial braking operation, the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake are detected respectively to obtain the first pressure value and the second pressure value. The difference between the first pressure value and the second pressure value is calculated to obtain the hysteresis value of the relay valve in the locomotive brake, thus obtaining the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe; Obtain the standard decompression amount pre-set for the initial braking of the train tube, and calculate the sum of the standard decompression amount and the first hysteresis value to obtain the first control target value; The locomotive brake controls the current pressure of the equalization pipe to the first control target value, thereby driving the relay valve to control the pressure reduction of the train pipe.

2. The method for controlling the initial braking pressure reduction of the train tube according to claim 1, characterized in that, The step of detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake respectively to obtain a first pressure value and a second pressure value includes: The pressure value of the equalizer pipe in the locomotive brake is detected to obtain a first pressure value, and the pressure value of the train pipe in the locomotive brake in the fully released state is detected to obtain a second pressure value.

3. The method for controlling the initial braking pressure reduction of the train tube according to claim 1, characterized in that, After controlling the pressure of the equalization pipe to the first control target value via the locomotive brake, the method further includes: Obtain the current pressure reduction of the train pipe, get the actual pressure reduction, and determine whether the actual pressure reduction is within the preset pressure reduction range. If the actual pressure reduction is not within the preset pressure reduction range, the difference between the actual pressure reduction and the standard pressure reduction is calculated to obtain the pressure reduction difference, and it is determined whether the pressure reduction difference exceeds the preset pressure difference. If the pressure reduction difference exceeds the preset pressure difference, the sum of the pressure reduction difference and the first control target value is calculated to obtain the second control target value; The locomotive brake controls the current pressure of the equalization pipe to the second control target value, thereby driving the relay valve to control the pressure reduction of the train pipe.

4. The method for controlling the initial braking pressure reduction of the train tube according to claim 3, characterized in that, The step of obtaining the current pressure reduction of the train pipe to obtain the actual pressure reduction includes: The pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain the third pressure value and the fourth pressure value; Calculate the difference between the third pressure value and the fourth pressure value to obtain the second hysteresis value, and determine whether the second hysteresis value is consistent with the first hysteresis value; If the second hysteresis value is inconsistent with the first hysteresis value, and it is detected that the locomotive brake is released and the initial braking operation is re-implemented, then the current pressure reduction of the train pipe is obtained, and the actual pressure reduction is obtained.

5. The method for controlling the initial braking pressure reduction of the train tube according to claim 4, characterized in that, Before obtaining the first pressure value and the second pressure value by respectively detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake, the method further includes: The number of times the relay valve inside the locomotive brake is activated is obtained to get the first number of activations; Accordingly, the step of detecting the pressure values ​​of the current equalization pipe and the train pipe respectively to obtain the third pressure value and the fourth pressure value includes: Obtain the current number of actions of the relay valve, obtain the second number of actions, and calculate the difference between the second number of actions and the first number of actions to obtain the action number difference; Determine whether the difference in the number of actions is greater than a preset action threshold; If the difference in the number of actions is greater than a preset action threshold, the pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain the third pressure value and the fourth pressure value.

6. The method for controlling the initial braking pressure reduction of the train tube according to claim 4, characterized in that, Before obtaining the first pressure value and the second pressure value by respectively detecting the pressure values ​​of the equalizer pipe and the train pipe in the locomotive brake, the method further includes: Obtain current environmental information affected by seasonal changes to obtain environmental information for the first season; Accordingly, the step of detecting the pressure values ​​of the current equalization pipe and the train pipe respectively to obtain the third pressure value and the fourth pressure value includes: Obtain current environmental information affected by seasonal changes, obtain environmental information for the second season, and determine whether the environmental information for the first season is consistent with the environmental information for the second season; If the environmental information of the first season is inconsistent with the environmental information of the second season, the pressure values ​​of the current equalization pipe and the train pipe are detected respectively to obtain the third pressure value and the fourth pressure value.

7. The method for controlling the initial braking pressure reduction of the train tube according to any one of claims 1 to 6, characterized in that, The step of controlling the pressure of the equalization pipe to the first control target value via the locomotive brake, so as to drive the relay valve to control the pressure reduction of the train pipe, includes: The equalization tube's air supply / exhaust channel is controlled to supply / exhaust air according to the first control target value, so that the relay valve's diaphragm actuates and opens the train tube's air supply or exhaust channel, thereby controlling the decompression of the train tube.

8. A train tube initial braking pressure reduction control device, characterized in that, Applied to locomotive braking control systems, including: The detection module is used to detect the pressure values ​​of the equalization pipe and the train pipe in the locomotive brake when the locomotive brake is detected to be performing initial braking operation, and to obtain the first pressure value and the second pressure value. The first calculation module is used to calculate the difference between the first pressure value and the second pressure value to obtain the hysteresis value of the relay valve in the locomotive brake, thus obtaining the first hysteresis value; the relay valve is located between the equalization pipe and the train pipe; The acquisition module is used to acquire the standard decompression amount during initial braking that is pre-set for the train tube; The second calculation module is used to calculate the sum of the standard pressure reduction and the first hysteresis value to obtain the first control target value; The control module is used to control the current pressure of the equalization pipe to the first control target value through the locomotive brake, so as to drive the relay valve to control the pressure reduction of the train pipe.

9. An electronic device, characterized in that, It includes a processor and a memory; wherein, when the processor executes a computer program stored in the memory, it implements the train tube initial braking pressure reduction control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Used to store computer programs; wherein, when the computer programs are executed by a processor, they implement the train tube initial braking pressure reduction control method as described in any one of claims 1 to 7.

Images