A method, device, and program product for evaluating train operation safety

Abstract

This invention relates to the technical field of train operation safety assessment, and particularly to a method, equipment, and program product for assessing train operation safety. This application provides a method for assessing train operation safety, comprising: acquiring train parameters of the train to be assessed; acquiring track parameters of the target line on which the train to be assessed is planned to operate; simulating the coupler force variation curve, car body acceleration variation curve, car body velocity variation curve, and car body displacement variation curve of the train to be assessed while operating on the target line based on the train parameters and the track parameters; and conducting a safety assessment of the longitudinal impulse level and wheel-rail interaction of the train to be assessed based on the coupler force variation curve, car body acceleration variation curve, car body velocity variation curve, and car body displacement variation curve. This method comprehensively assesses the dynamic performance of the train under different operating conditions and operating modes, achieving a comprehensive assessment of train operation safety.

Description

Technical Field

[0001] This invention relates to the technical field of train operation safety assessment, and in particular to a method, equipment, and program product for assessing train operation safety. Background Technology

[0002] Heavy-haul railways, with their advantages of large capacity, high efficiency, and low energy consumption, have become an important mode of freight transportation in my country, providing crucial support for the country's energy supply security. Currently, major railway lines in my country have achieved regular operation of 10,000-ton / 20,000-ton heavy-haul trains, with the average annual freight volume steadily increasing. However, due to the heavy axle load and long formation of 10,000-ton / 20,000-ton heavy-haul trains, coupled with relatively harsh operating conditions, safety issues related to the longitudinal impulse of trains and the dynamic interaction between wheels and rails are becoming increasingly prominent. Summary of the Invention

[0003] The purpose of this invention is to provide at least one method, device, and program product for assessing train operation safety. This application provides a method for assessing train operation safety, comprising: acquiring train parameters of the train to be assessed; acquiring track parameters of the target line on which the train to be assessed is planned to operate; simulating the coupler force variation curve, car body acceleration variation curve, car body speed variation curve, and car body displacement variation curve of the train to be assessed while operating on the target line based on the train parameters and the track parameters; and conducting a safety assessment of the longitudinal impulse level and wheel-rail interaction of the train to be assessed based on the coupler force variation curve, the car body acceleration variation curve, the car body speed variation curve, and the car body displacement variation curve. This method can assess the train's operating performance under various complex and extreme conditions, thereby comprehensively understanding the train's dynamic performance under different operating conditions and operating modes, and achieving a comprehensive assessment of train operation safety.

[0004] To address the aforementioned technical problems, this application proposes three aspects.

[0005] In a first aspect, this application provides a method for assessing train operation safety, comprising: acquiring train parameters of a train to be assessed; acquiring line parameters of a target line on which the train to be assessed is planned to operate; simulating, based on the train parameters and the line parameters, the coupler force variation curve, car body acceleration variation curve, car body speed variation curve, and car body displacement variation curve of the train to be assessed when it runs on the target line; and conducting a safety assessment of the longitudinal impulse level and wheel-rail interaction of the train to be assessed based on the coupler force variation curve, the car body acceleration variation curve, the car body speed variation curve, and the car body displacement variation curve.

[0006] In some embodiments, simulating the coupler force variation curve, car body acceleration variation curve, car body speed variation curve, and car body displacement variation curve of the train to be evaluated running on the target line based on the train parameters and the line parameters includes: determining a coupler force calculation model for the train to be evaluated based on the train parameters; determining the coupler force variation curve of the train to be evaluated running on the target line based on the coupler force calculation model and the line parameters; determining a running resistance calculation model, an air braking force calculation model, a traction force calculation model, and an electric braking force calculation model based on the train parameters; determining an acceleration calculation model based on the running resistance calculation model, the air braking force calculation model, the traction force calculation model, the electric braking force calculation model, and the coupler force calculation model; determining the acceleration variation curve of the train to be evaluated running on the target line based on the acceleration calculation model and the line parameters; obtaining a preset integration step size; and determining the car body speed variation curve and car body displacement variation curve of the train to be evaluated running on the target line based on the integration step size and the acceleration variation curve.

[0007] In some embodiments, determining the coupler force calculation model of the train to be evaluated based on the train parameters includes: determining the loading curve, unloading curve, and transition curve of the coupler force based on the train parameters; and determining the coupler force calculation model based on the loading curve, the transition curve, and the unloading curve; wherein the expression of the calculation model is as follows: , .

[0008] In some embodiments, determining the operating resistance calculation model based on the train parameters includes: the operating resistance calculation model includes a basic resistance model, a gradient resistance model, and a curve resistance model; the expression for the basic resistance model determined based on the train parameters is as follows: .

[0009] In some embodiments, determining the air braking force calculation model based on the train parameters includes: determining a gas flow calculation model based on the train parameters; determining a brake cylinder pressure calculation model for each brake cylinder based on the train parameters and the gas flow calculation model; determining a brake shoe pressure calculation model for each brake shoe based on the brake cylinder pressure calculation model and the train parameters; and decomposing the air braking force model based on the brake shoe pressure calculation model.

[0010] In some embodiments, determining the traction force calculation model and the electric braking force calculation model based on the train parameters includes: the expression for the traction force calculation model is as follows:

[0011] All cases are set to 1.0.

[0012] In some embodiments, the expression for determining the acceleration calculation model based on the running resistance calculation model, the air braking force calculation model, the traction force calculation model, the electric braking force calculation model, and the coupler force calculation model is as follows:

[0013] Additional resistance.

[0014] In some embodiments, the expressions for determining the vehicle speed change curve and vehicle displacement change curve of the train to be evaluated when running on the target line based on the integral step size and the acceleration change curve are as follows: .

[0015] In a second aspect, this application proposes a computer electronic production apparatus, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the methods described in the first aspect.

[0016] Thirdly, this application proposes a computer program product comprising a computer program that, when executed by a processor, implements the steps of the method described in any of the first aspects.

[0017] This application discloses a method for assessing train operation safety, comprising: acquiring train parameters of the train to be assessed; acquiring track parameters of the target line on which the train to be assessed is planned to operate; simulating the coupler force variation curve, car body acceleration variation curve, car body velocity variation curve, and car body displacement variation curve of the train to be assessed when operating on the target line based on the train parameters and the track parameters; and conducting a safety assessment of the longitudinal impulse level and wheel-rail interaction of the train to be assessed based on the coupler force variation curve, the car body acceleration variation curve, the car body velocity variation curve, and the car body displacement variation curve. This method can assess the train's operating performance under various complex and extreme conditions, thereby comprehensively understanding the train's dynamic performance under different operating conditions and operating modes, and achieving a comprehensive assessment of train operation safety. Attached Figure Description

[0018] One or more embodiments are illustrated by way of example with reference to the accompanying drawings, and these illustrative descriptions do not constitute a limitation on the embodiments.

[0019] Figure 1 This application provides a main flowchart of a method for assessing train operation safety. Figure 2 A characteristic curve of the buffer provided in the embodiments of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details are presented in the various embodiments of this application to facilitate a better understanding of the application. However, the technical solutions claimed in this application can be implemented even without these technical details and various variations and modifications based on the following embodiments. The division of the various embodiments below is for ease of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0021] Heavy-haul railways, with their advantages of large capacity, high efficiency, and low energy consumption, have become an important mode of freight transportation in my country, providing crucial support for the country's energy supply security. Currently, major railway lines in my country have achieved regular operation of 10,000-ton / 20,000-ton heavy-haul trains, with the average annual freight volume steadily increasing. However, due to the heavy axle load and long formation of 10,000-ton / 20,000-ton heavy-haul trains, coupled with relatively harsh operating conditions, safety issues related to the longitudinal impulse of trains and the dynamic interaction between wheels and rails are becoming increasingly prominent.

[0022] However, using traditional general-purpose dynamics software for modeling and analysis has several limitations. First, the quantitative operations of traditional general-purpose software require a certain theoretical foundation and demand a high level of professional knowledge and modeling ability from the operators, making it unsuitable for engineers working on the front lines. Second, current general-purpose software often provides independent sub-modules for train longitudinal dynamics modeling and 3D dynamics modeling, which presents numerous inconveniences in calculating both the longitudinal dynamics indicators of heavy-haul trains and the safety indicators of wheel-rail dynamic interaction. Third, general-purpose software often cannot provide real-time dynamic display of calculated data during simulation, or the data display is not intuitive enough, making it difficult for front-line staff to quickly grasp and interpret the analysis results.

[0023] To address the aforementioned technical problems, this invention proposes a method for assessing train operation safety. The implementation details of the bandwidth determination method in this embodiment are described below. The following content is provided for ease of understanding and is not essential for implementing this solution.

[0024] Example 1: like Figure 1As shown, this application provides a method for assessing train operation safety. The method is implemented using electronic production equipment, which can be a server, mobile terminal, computer, cloud platform, etc. The data processing functionality provided in this application embodiment can be achieved by the processor of the electronic production equipment calling program code, wherein the program code can be stored in a computer storage medium. The train operation safety assessment method includes: Step S1: Obtain the train parameters of the train to be evaluated.

[0025] Step S2: Obtain the line parameters of the target line for the train to be evaluated.

[0026] Step S3: Simulate the coupler force variation curve, car body acceleration variation curve, car body speed variation curve, and car body displacement variation curve of the train to be evaluated when it runs on the target line according to the train parameters and the line parameters.

[0027] In some embodiments, step S3, "simulating the coupler force variation curve, car body acceleration variation curve, car body speed variation curve, and car body displacement variation curve of the train to be evaluated running on the target line according to the train parameters and the line parameters," includes: Step S31: Determine the coupler force calculation model of the train to be evaluated based on the train parameters.

[0028] In some embodiments, step S31, "determining the coupler force calculation model of the train to be evaluated based on the train parameters," includes: Step S311: Determine the loading curve, unloading curve, and transition curve of the coupler force based on the train parameters.

[0029] Step S312: Determine the coupler force calculation model based on the loading curve, the transition curve, and the unloading curve.

[0030] In this model, the core of the coupler-buffer device modeling is the series impedance characteristics of the buffer assembly. The buffer characteristic curves can be obtained from the buffer static pressure test and drop hammer test, and can be combined with train dynamics tests if necessary. It should be noted that the buffer is in a compressed state under the action of both tension and compression coupler forces; for the train, it can be considered to have the same tension and compression characteristics. Figure 2 A schematic diagram of the mathematical model of the coupler system is given, where Figure a represents the general model of the buffer, Figure b represents the hysteresis characteristic curve of the locomotive buffer, and Figure c represents the hysteresis characteristic curve of the freight car buffer. The model considers elements including the coupler gap, the characteristics of the elastic clay buffer, preload, maximum stroke, maximum resistance, absorption rate, and the rigid impact after the buffer is crushed. The coupler buffer operates according to... Figure 2 medium curve Interpolation, press during unloading Figure 2 medium curve Interpolation. During train operation, fluctuations in coupler force caused by traction, braking, release, or other operating conditions are reflected in the buffer, manifesting as repeated switching between loaded and unloaded states. From Figure 2 As can be seen, when the buffer jumps from the loading curve to the unloading curve, the difference between the two curves causes a discontinuity in the integral, making numerical calculation difficult. Therefore, a transition curve needs to be introduced to address the state transition of the buffer. This paper uses the velocity method for calculation, that is, without considering velocity changes, the transition curve follows... and The mean change, i.e. Also known as a quasi-static curve (the transition curve in the figure); when the velocity fluctuates, a critical velocity is introduced. And when the absolute value of the relative velocity is less than When this occurs, it is considered to have entered a transitional state.

[0031] Therefore, the expression of the computational model is as follows: , .

[0032] .

[0033] Step S32: Determine the coupler force variation curve of the train to be evaluated when it runs on the target line based on the coupler force calculation model and the line parameters.

[0034] Step S33: Determine the calculation models for running resistance, air braking force, traction force, and electric braking force based on the train parameters.

[0035] Train running resistance mainly includes basic resistance and additional resistance. Basic resistance is the resistance experienced by the train when running on a straight track, which is generally calculated using empirical formulas and is related to the type of locomotive and rolling stock. Additional resistance is the resistance experienced by the train under different track conditions, such as the slope resistance caused by the component of gravity on a slope, and the curve resistance caused by the inner and outer wheels squeezing the rails on a curve, which is unrelated to the type of locomotive and rolling stock.

[0036] The operating resistance calculation model includes a basic resistance model, a slope resistance model, and a curve resistance model.

[0037] The expression for the basic resistance model determined based on the train parameters is as follows: .

[0038] In some embodiments, step S33, "determining the air braking force calculation model based on the train parameters," includes: Step S331: Determine the gas flow calculation model based on the train parameters; Step S332: Determine the brake cylinder pressure calculation model for each brake cylinder based on the train parameters and the gas flow calculation model; Step S333: Determine the brake shoe pressure calculation model for each brake shoe based on the brake cylinder pressure calculation model and the train parameters; Step S334: Determine the air braking force model based on the brake shoe pressure calculation model.

[0039] Regarding the air braking system, a simulation model of the air braking system was established based on fluid mechanics and multibody dynamics theory, considering the gas flow in the pipeline and the dynamic motion of key components within the device. An orifice model was used to simulate the gas flow between the various chambers within the valve. The expression for calculating the gas flow rate between two chambers in the orifice model is as follows:

[0040]

[0041] The magnitude of a locomotive's traction force is determined by its current operating speed and operating class. The calculation method involves interpolating the traction force from the traction characteristic curve at each given moment, based on the locomotive's speed and operating class at that time. When multiple electric locomotives are involved in traction, the traction force of each locomotive is taken as its full value, according to the "Train Traction Calculation Regulations." To allow for a power margin in electric locomotive operations and avoid reducing their service life due to prolonged overload operation, the "Traction Calculation Regulations" stipulate that whenever the highest load traction force is used for traction calculations, it should be multiplied by a traction force utilization factor of 0.9.

[0042] Therefore, the expression for the traction force calculation model in this application is as follows: All cases are set to 1.0.

[0043] Step S34: Determine the acceleration calculation model based on the running resistance calculation model, the air braking force calculation model, the traction force calculation model, the electric braking force calculation model, and the coupler force calculation model.

[0044] After determining the calculation models for running resistance, air braking force, traction force, electric braking force, and coupler force, the motion differential equations can be established, and the final acceleration calculation model is as follows:

[0045]

[0046] Additional resistance.

[0047] Step S35: Determine the acceleration change curve of the train to be evaluated when it runs on the target line based on the acceleration calculation model and the line parameters.

[0048] Step S36: Obtain the preset integration step size.

[0049] Step S37: Determine the vehicle speed change curve and vehicle displacement change curve of the train to be evaluated when it runs on the target line based on the integral step size and the acceleration change curve.

[0050] After calculating the acceleration, the train's displacement and velocity are calculated using the Z-instance integral. The expressions for the vehicle body velocity change curve and the vehicle body displacement change curve are as follows:

[0051] .

[0052] Step S4: Based on the coupler force variation curve, the car body acceleration variation curve, the car body velocity variation curve, and the car body displacement variation curve, conduct a safety assessment of the longitudinal impulse level and wheel-rail interaction of the train to be evaluated.

[0053] The method proposed in this application, in the simulation analysis scenario, is not limited by the actual conditions on site. It has significant advantages such as a wide range of analysis items, low cost, and high efficiency. Furthermore, it can evaluate the train's operating performance under various complex and extreme conditions, thereby comprehensively understanding the train's dynamic performance under different operating conditions and enabling a comprehensive assessment of train operation safety. This is of great significance for supporting the assessment of the longitudinal driven safety and wheel-rail dynamic interaction safety of heavy-haul trains.

[0054] Example 2: In a second aspect, this application provides a computer electronic production apparatus, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the methods described in the first aspect.

[0055] The memory and processor are connected via a bus, which can include any number of interconnecting buses and bridges, connecting various circuits of one or more processors and memories. The bus can also connect various other circuits, such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and will not be described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor is transmitted over the wireless medium via an antenna, which further receives data and transmits it to the processor.

[0056] The processor manages the bus and general processing, and also provides various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory is used to store data used by the processor during operation.

[0057] Example 3: Thirdly, this application proposes a computer program product, including a computer program / instructions, characterized in that, when the computer program is executed by a processor, it implements the steps of the method described in any one of the first aspects.

[0058] Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0059] Those skilled in the art will understand that the above embodiments are specific embodiments for implementing this application, and in practical applications, various changes can be made to them in form and detail without departing from the spirit and scope of this application.

Claims

1. A method for evaluating the safety of train operation, characterized by, include: Obtain the train parameters of the train to be evaluated; Obtain the route parameters of the target route on which the train to be evaluated is scheduled to run; Based on the train parameters and the line parameters, simulate the coupler force variation curve, car body acceleration variation curve, car body speed variation curve and car body displacement variation curve of the train to be evaluated when running on the target line; The safety assessment of the longitudinal impulse level and wheel-rail interaction of the train under evaluation is conducted based on the coupler force variation curve, the car body acceleration variation curve, the car body velocity variation curve, and the car body displacement variation curve.

2. The method of claim 1, wherein, The process of simulating the coupler force variation curve, car body acceleration variation curve, car body velocity variation curve, and car body displacement variation curve of the train to be evaluated running on the target line based on the train parameters and the line parameters includes: The coupler force calculation model of the train to be evaluated is determined based on the train parameters. The coupler force variation curve of the train to be evaluated when running on the target line is determined based on the coupler force calculation model and the line parameters. Based on the train parameters, the calculation models for running resistance, air braking force, traction force, and electric braking force are determined. The acceleration calculation model is determined based on the running resistance calculation model, the air braking force calculation model, the traction force calculation model, the electric braking force calculation model, and the coupler force calculation model. The acceleration variation curve of the train to be evaluated when running on the target line is determined based on the acceleration calculation model and the line parameters. Obtain the preset integration step size; The vehicle speed change curve and vehicle displacement change curve of the train to be evaluated when running on the target line are determined based on the integral step size and the acceleration change curve.

3. The method of claim 2, wherein, The step of determining the coupler force calculation model for the train to be evaluated based on the train parameters includes: The loading curve, unloading curve, and transition curve of the coupler force are determined based on the train parameters. The coupler force calculation model is determined based on the loading curve, the transition curve, and the unloading curve; The expression for the computational model is as follows: 。 4. The method of claim 2, wherein, The step of determining the running resistance calculation model based on the train parameters includes: The operational resistance calculation model includes a basic resistance model, a slope resistance model, and a curve resistance model. The expression for the basic resistance model determined based on the train parameters is as follows: 。 5. The method of claim 2, wherein, The step of determining the air braking force calculation model based on the train parameters includes: A gas flow calculation model is determined based on the train parameters; The brake cylinder pressure calculation model for each brake cylinder is determined based on the train parameters and the gas flow calculation model. The brake shoe pressure calculation model for each brake shoe is determined based on the brake cylinder pressure calculation model and the train parameters. The air braking force model is derived from the brake shoe pressure calculation model.

6. The method of claim 2, wherein, The process of determining the traction force calculation model and the electric braking force calculation model based on the train parameters includes: The expression for the traction force calculation model is as follows: All cases are set to 1.

0.

7. The method of claim 2, wherein, The expression for the acceleration calculation model, determined based on the running resistance calculation model, the air braking force calculation model, the traction force calculation model, the electric braking force calculation model, and the coupler force calculation model, is as follows: Additional resistance.

8. The method of claim 2, wherein, The expressions for determining the vehicle speed change curve and vehicle displacement change curve of the train to be evaluated when running on the target line based on the integral step size and the acceleration change curve are as follows: 。 9. A computerized electronic production device, comprising: The method includes a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method according to any one of claims 1 to 8.

10. A computer program product, characterised in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1-8.

Images