Tractive train gradient curve value calculation method and system

Abstract

The present invention belongs to the technical field of rail transit, and provides a tractive train gradient curve value calculation method and system. The method comprises: carrying out piecewise aggregation over speed intervals to calculate an initial effective braking curve of a train, wherein the gradient value of the initial effective braking curve is calculated by means of a train consist average gradient principle; correcting the gradient value of the initial effective braking curve to obtain a first effective braking curve; according to the first effective braking curve, calculating a braking intervention curve; and correcting the gradient value according to the braking intervention curve, and determining the gradient value of a free running time calculation value within a calculation step length. The present invention considers situations in which the gradient of a line suddenly changes, corrects locomotive tractive train monitoring mode curve gradient value calculation on the basis of principles of monitoring efficiency and safety, and improves train control efficiency, further improving monitoring distance safety of the entire monitoring curve during a train operation process.

Description

A method and system for calculating the gradient curve value of a traction train Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and in particular relates to a method and system for calculating the gradient curve value of a traction train. Background Art

[0002] The train monitoring mode curve calculation requires consideration of the train's braking characteristics, combined with the actual gradient combination, and based on the onboard vehicle control model. Due to the large number of train formations and long train lengths of locomotive-hauled trains, the gradient variations within the train chain are complex. Therefore, the gradient calculation method is a key factor influencing the ATP of locomotive-hauled trains to ensure safe operation.

[0003] Currently, there are three mainstream methods for calculating slope values ​​in onboard vehicle control models: unfavorable slope, actual slope, and average slope. However, there is a lack of correction algorithms for the slope values ​​used in the emergency braking curve (EBD), the standard braking curve (SBD), and the calculation of the braking idle time. Because all onboard vehicle control model curves rely on the principle of inferring the monitoring line from the restricted target point, two safety issues arise in complex scenarios with sudden gradient changes. First, when a train travels from an unfavorable to a favorable combined gradient and the train overspeeds, triggering onboard ATP braking, there is a safety risk that the train will eventually cross the restricted target point. Second, when a train travels from a favorable to an unfavorable combined gradient, the derived monitoring curve may exhibit a "zigzag" sudden change.

[0004] Summary of the Invention

[0005] In view of the above problems, the present invention proposes a method and system for calculating the gradient curve value of a traction train.

[0006] The present invention provides a method for calculating the gradient curve value of a traction train, comprising:

[0007] In the case of traction train braking, the initial effective braking curve of the train is calculated by accumulating the speed intervals in sections; the slope value of the initial effective braking curve is calculated by the average slope principle of the train chain;

[0008] Correcting the slope value of the initial effective braking curve to obtain a first effective braking curve;

[0009] Calculating a braking intervention curve according to the first effective braking curve; wherein the intervention speed of each point on the intervention curve is calculated according to the speed of each point on the first effective braking curve;

[0010] The slope value is corrected according to the braking intervention curve, and the slope value of the idling time calculation value within the calculation step is determined.

[0011] Furthermore, calculating the initial effective braking curve of the train by accumulating the speed intervals in sections includes:

[0012] Obtain the initial speed of the train speed interval, the final speed of the speed interval, the braking calculation coefficient, the basic resistance of the train unit operation and the thousandths of the slope added to the braking section;

[0013] The initial effective braking curve is calculated based on the initial speed of the speed interval, the final speed of the speed interval, the braking calculation coefficient, the basic unit running resistance of the train and the thousandths of the slope added to the braking section.

[0014] Furthermore, the correction of the slope value of the initial effective braking curve includes:

[0015] Determine the speed segment of the calculation step, wherein, in each calculation step segment, determine the average slope within the length range of the train at the current reverse position as the first average slope.

[0016] Furthermore, the effective braking distance is calculated based on the first average slope; and the second average slope within the train length range is calculated based on the effective braking distance and the current reverse position train length.

[0017] Furthermore, the slope within the current calculation step is determined based on the first average slope and the second average slope; wherein the unfavorable slope between the first average slope and the second average slope is used as the slope within the current calculation step.

[0018] Furthermore, when the first average slope is greater than the second average slope, the corrected effective braking distance is calculated according to the slope within the current calculation step, and the next reverse position is determined; wherein the curve of the corrected effective braking distance is the first effective braking curve.

[0019] Furthermore, calculating the braking intervention curve according to the first effective braking curve includes:

[0020] Obtain the speed when the train traction is completely cut off, the delay time when the onboard equipment cuts off the train traction, and the emergency braking time;

[0021] The emergency brake intervention curve monitoring distance is calculated by the monitoring calculation model.

[0022] Furthermore, the emergency braking effective speed and the average slope are obtained according to the first effective braking curve to calculate the free-running time, and the speed of the first train when the traction force is completely cut off and the distance to the first position target point corresponding to the speed when the traction force of the first train is completely cut off are obtained;

[0023] The sum of the distance to the first position target point and the length of the train is taken as a first range, and the uphill road is taken as a flat road. The average slope within the first range is calculated as a third average slope.

[0024] Furthermore, the method further comprises:

[0025] Determine the idling time within the first range and calculate the slope according to the third average slope;

[0026] Wherein, when the third average slope is equal to zero, the slope calculated by idling time is zero;

[0027] When the average slope is less than zero, the idling time is calculated again according to the third average slope, and the speed when the second train traction force is completely cut off and the distance from the target point to the second position corresponding to the speed when the second train traction force is completely cut off are calculated.

[0028] Furthermore, the method further comprises:

[0029] The sum of the distance to the second position target point and the train length is used as the second range; the uphill road is regarded as a flat road, and the average slope within the second range is calculated as the fourth average slope;

[0030] The slope is calculated by determining the idle time according to the fourth average slope.

[0031] Furthermore, the step of determining the idling time and calculating the slope based on the fourth average slope includes:

[0032] When the third average slope is less than or equal to the fourth average slope, the third average slope is used as the slope for calculating the idle time;

[0033] When the third average slope is greater than the fourth average slope, the idling time is calculated again according to the fourth average slope, and the speed when the third train traction force is completely cut off and the distance from the target point to the third position corresponding to the speed when the third train traction force is completely cut off are calculated.

[0034] Furthermore, the method further comprises:

[0035] The sum of the distance to the third position target point and the train length is taken as a third range; the uphill road is taken as a flat road, and the average slope within the third range is calculated as a fifth average slope;

[0036] The slope is calculated by determining the idle time according to the fifth average slope.

[0037] Furthermore, the method further comprises:

[0038] When the jth average slope is less than or equal to the j+1th average slope within the j-2th range, the jth average slope is determined as the slope for calculating the idle time.

[0039] Based on the same inventive concept, the present invention also provides a traction train gradient curve value calculation system, comprising:

[0040] A calculation unit is used to calculate the initial effective braking curve of the train by accumulating the speed intervals in sections when the traction train is braking; wherein the slope value of the initial effective braking curve is calculated according to the average slope principle of the train chain;

[0041] a correction unit, configured to correct the slope value of the initial effective braking curve to obtain a first effective braking curve;

[0042] The calculation unit is further configured to calculate a braking intervention curve based on the first effective braking curve; wherein the intervention speed of each point on the intervention curve is calculated based on the speed of each point on the first effective braking curve;

[0043] The determination unit is used to correct the slope value according to the braking intervention curve and determine the slope value of the idling time calculation value within the calculation step.

[0044] Based on the same inventive concept, the present invention further provides an electronic device, comprising:

[0045] A processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0046] a memory storing a computer program;

[0047] When the processor executes the program stored in the memory, it implements the aforementioned method for calculating the value of the gradient curve of the traction train.

[0048] Based on the same inventive concept, the present invention also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the aforementioned method for calculating the gradient curve value of a traction train.

[0049] Beneficial effects of the present invention:

[0050] In the case of braking of a traction train, the present invention calculates the initial effective braking curve of the train by accumulating the speed intervals in sections; wherein, the slope value of the initial effective braking curve is calculated by the average slope principle of the train chain; the slope value of the initial effective braking curve is corrected to obtain a first effective braking curve; a braking intervention curve is calculated based on the first effective braking curve; wherein, the intervention speed of each point on the intervention curve is derived according to the speed of each point on the first effective braking curve; the slope value is corrected according to the braking intervention curve, and the slope value of the calculated value of the idling time within the calculation step is determined. Based on the above technical solution, a slope value correction method applicable to the derivation process of the effective braking curve and the braking intervention curve of the locomotive traction train control model is proposed. Taking into account scenarios such as sudden changes in line slope, the present invention corrects the slope value calculation of the locomotive traction train monitoring model curve based on the principles of monitoring efficiency and safety; improves the control efficiency, and thereby improves the monitoring distance safety of the entire monitoring curve during the train's movement.

[0051] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0053] FIG1 shows a flow chart of a method for calculating the gradient curve value of a traction train;

[0054] FIG2 shows an emergency brake intervention curve derived from an emergency brake effectiveness curve;

[0055] Figure 3 shows a schematic diagram of the European standard ETCS baseline 3 slope calculation principle;

[0056] FIG4 shows a schematic diagram of the effective braking curve slope calculation principle;

[0057] Figure 5 shows a schematic diagram of the principle of calculating the slope value during idling time;

[0058] FIG6 shows a schematic diagram of a traction train gradient curve value calculation system;

[0059] FIG7 shows a schematic diagram of an electronic device in the present invention. DETAILED DESCRIPTION

[0060] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0061] It should be noted that the terms "first", "second" etc. in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the application described herein. In this application, the directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside", "outside", "center", "vertical", "horizontal", "lateral", "longitudinal" etc. are based on the directions or positional relationships shown in the accompanying drawings.

[0062] To address the safety issues of a train eventually crossing the restricted target point when traveling from an unfavorable combined gradient to a favorable combined gradient and the train overspeeding triggers the onboard ATP brake; and the safety issue of the derived monitoring curve exhibiting a "zigzag" mutation when the train travels from a favorable combined gradient to an unfavorable combined gradient. Currently, the onboard control model for locomotive-hauled trains adopts the basic principle of the average gradient of the train chain. When calculating the effective braking distance curve and ATP intervention curve, the gradient is generally calculated based on the average gradient within the train chain where the current position is located. This does not consider the possibility of the train crossing the restricted target point due to gradient mutations, nor the safety issue of the zigzag mutation of the monitoring curve.

[0063] The present invention aims to provide a method for calculating slope values ​​for use in calculating the brake intervention curves (SBI) and (EBI) of a locomotive-hauled train's onboard control model. This method avoids the possibility of a train crossing a restricted target point in a sudden slope change scenario and the problem of a sudden zigzag change in the monitoring mode curve. An embodiment of the present invention provides a method for calculating the slope curve value of a hauled train, as shown in FIG1 . The method includes:

[0064] S101: When a traction train is braking, an initial effective braking curve of the train is calculated by accumulating speed intervals in sections; wherein the slope value of the initial effective braking curve is calculated according to the average slope principle of the train chain;

[0065] Specifically, calculating the initial effective braking curve of the train by accumulating the speed intervals in sections includes:

[0066] Obtain the initial speed of the train speed interval, the final speed of the speed interval, the braking calculation coefficient, the basic resistance of the train unit operation and the thousandths of the slope added to the braking section;

[0067] The initial effective braking curve is calculated based on the initial speed of the speed interval, the final speed of the speed interval, the braking calculation coefficient, the basic unit running resistance of the train and the thousandths of the slope added to the braking section.

[0068] S102: Correcting the slope value of the initial effective braking curve to obtain a first effective braking curve;

[0069] Specifically, a speed segment of a calculation step is determined. Within each calculation step segment, the average slope within the train length at the current reverse position is determined as a first average slope. Based on the first average slope, an effective braking distance is calculated. Based on the effective braking distance and the train length at the current reverse position, a second average slope within the train length is calculated. Based on the first and second average slopes, a slope within the current calculation step is determined. The most unfavorable slope between the first and second average slopes is used as the slope within the current calculation step.

[0070] When the first average slope is greater than the second average slope, the corrected effective braking distance is calculated according to the slope within the current calculation step, and the next reverse position is determined; wherein the curve of the corrected effective braking distance is the first effective braking curve.

[0071] S103: Calculating a braking intervention curve according to the first effective braking curve; wherein the intervention speed of each point on the intervention curve is calculated according to the speed of each point on the first effective braking curve;

[0072] S104: Correcting the slope value according to the braking intervention curve, and determining the slope value of the idling time calculation value within the calculation step.

[0073] It should be noted that the derivation principles of the on-board vehicle control model emergency brake intervention curve EBI and the common brake intervention curve SBI are basically the same. Taking the emergency brake intervention curve EBI as an example, the emergency brake intervention curve EBI is derived based on the emergency brake effective curve EBD according to the mathematical model. ebi The system delay time T of the on-board ATP device jst , Train removal traction delay time T qd , Train emergency braking idling time T jkSystem parameters such as the speed on the emergency brake effective curve (EBD) are derived based on train formation parameters and grade data. The brake intervention curve referred to in this invention can be understood as a brake intervention curve derived using the same principle. Referring to Figure 2, the emergency brake effective curve (EBD) and the emergency brake free-run time of a locomotive-hauled train are both directly related to the track grade. The calculation principles for different grades significantly influence the monitoring curve results.

[0074] There are two types of train models: the single-point model and the train chain model. The single-point model simplifies the train into a single point, while the train chain model treats the train as a complete train chain. The slope values ​​used in monitoring mode curve calculations are either single-point or train chain, depending on the train model. Depending on the slope processing method, there are three types: the most unfavorable slope, the actual slope, and the average slope.

[0075] The following is a specific example description of three common treatment methods: the most unfavorable slope, the actual slope, and the average slope.

[0076] The most unfavorable slope principle is to use the most unfavorable slope value within the calculation range as the slope value used in the current monitoring curve calculation. The value of the most unfavorable slope is calculated as shown in formula (1).

[0077] i b (i k ,i k+1 ……i n )=min(i k ,i k+1 ……i n ) (1)

[0078] Where: i k ,i k+1 ……i n Calculates the slope in thousandths for all ramps covered by the range.

[0079] The actual slope value is determined based on the European standard ETCS Baseline 3 (see Figure 3). When calculating the train monitoring curve, the train is treated as a single point and the slope value at its current position is taken. Slope data is safely processed toward the unfavorable side according to the tail-of-train retention principle. This means that all slopes within the train chain are taken as unfavorable slopes. When a train moves from a favorable slope to an unfavorable slope, the slope within the train chain remains unchanged. When a train moves from an unfavorable slope to a favorable slope, all favorable slope values ​​within the train chain are taken as unfavorable slopes.

[0080] The principle of taking the average slope value is to use the average slope value within the calculation range as the slope value used in the current monitoring curve calculation. The calculation of the average slope value is shown in formula (2).

[0081] Where: ik ,i k+1 ……i n : Calculate the slope of all slopes covered by the range in thousandths;

[0082] i i : Calculate the slope of the i-th slope covered by the range in thousandths;

[0083] l i : The length of the i-th ramp covered by the calculation range (excluding the calculation length of the uncovered part), unit: meter (m).

[0084] If a shorter unfavorable slope exists within the calculation range, the entire train control curve will be calculated based on this slope. This results in an excessively long monitoring distance and low train control efficiency. In the actual slope selection principle, when freight trains have a large number of cars and are long, unfavorable slopes will cover all slopes within the train length. This results in an excessively long monitoring distance and low train control efficiency. In extreme cases, the train control effect is similar to the most unfavorable slope selection principle. In the average slope selection principle, when the calculation range of a single-point model is all slopes between the train's current position and the target point EOA, the forward and backward upward and downward slopes cancel each other out, and the slope average will offset the monitoring distance of the downward slope, posing a safety issue. In the train chain model, when the calculation range is all slopes within the train length at the current calculation position, the average slope value gradually changes with the calculation step size. The monitoring distance of the entire monitoring curve is safe, appropriate, and highly efficient.

[0085] The following is a detailed description of the effective braking curve slope correction scheme in the present invention.

[0086] The effective braking curve EBD or SBD is the basis for calculating the braking intervention curve EBI or SBI. The effective braking curve of a locomotive-hauled train is generally calculated by accumulating the speed intervals in sections. The calculation formula is shown in (3):

[0087] Among them, S bd is the effective braking distance, in meters; v1 is the initial speed of the speed interval, in km / h; v2 is the final speed of the speed interval, in km / h; λ is the braking calculation coefficient, which is determined by considering the discreteness of the train's braking performance and the amount of pressure reduction implemented by common braking; θ is the train's converted braking rate; is the friction coefficient of brake shoe or brake pad; ω0 is the basic resistance of train unit operation, unit: N / kN; i j Add thousandths of the slope to the braking section.

[0088] According to the above formula (3), the emergency braking effective curve EBD and the service braking effective curve SBD are affected by the additional slope of the braking section in thousandths when the train type is determined. When the EBD curve is reversed, if the slope calculation value is the average slope of the train chain at the reversed position, if the slope at the next reversed position suddenly changes, there will be a problem of insufficient calculated effective braking distance, causing the train to cross the restricted target point. Therefore, when calculating the effective braking curve, the slope value is corrected using a secondary iterative calculation.

[0089] Specifically, a speed segment of a calculation step is determined. Within each calculation step segment, the average slope within the train length at the current reverse position is determined as a first average slope. Based on the first average slope, an effective braking distance is calculated. Based on the effective braking distance and the train length at the current reverse position, a second average slope within the train length is calculated. Based on the first and second average slopes, a slope within the current calculation step is determined. The most unfavorable slope between the first and second average slopes is used as the slope within the current calculation step.

[0090] When the first average slope is greater than the second average slope, the corrected effective braking distance is calculated according to the slope within the current calculation step, and the next reverse position is determined; wherein the curve of the corrected effective braking distance is the first effective braking curve.

[0091] The following will take the effective braking curve EBD as an example for exemplary description.

[0092] For example, referring to FIG4 , the speed segment for calculating the step length is determined by referring to formula (4):

[0093] Among them, i′ h (i2, i3, i4, i5, i6, i7) is the average slope value of all slopes within the train length range in the current calculation step; at each calculation step, first determine the average slope i′ within the train length range of the current reverse position ebd (K), recorded as the first average slope i′ ebd (K); see formula (5):

[0094] Among them, i h (i2,i3,i4,i5,i6,i7,i8) is the train length and emergency braking effective distance S within the current calculation step ebd(K) The average slope value of all slopes within the sum range; i i is the slope value of all cross-pressure slopes within the calculation range; l i It is the span pressure length value of all span pressure slopes within the calculation range.

[0095] Calculate the first average slope i′ ebd (K) braking effective distance S ebd (K); Secondly, calculate the current reverse position train length and braking effective distance and the current reverse position train length range of the second average slope i " ebd (K); see formula (6):

[0096] i ebd (K) = min(i′ ebd (K),i″ ebd (K)) (6)

[0097] Take the first average slope i′ ebd (K) and the second average slope i″ ebd The unfavorable slope of (K) is taken as the slope i in the current calculation step. ebd (K), the slope value calculation is completed, and the effective braking distance S is revised ebd (K), determine the next reverse position. ebd (K) greater than the second average slope i″ ebd (K) The effective braking distance S should be recalculated according to the slope ebd (K), determine the next reverse thrust position.

[0098] In some optional embodiments, calculating a braking intervention curve according to the first effective braking curve includes:

[0099] Obtain the speed when the train traction is completely cut off, the delay time when the onboard equipment cuts off the train traction, and the emergency braking time;

[0100] The emergency brake intervention curve monitoring distance is calculated by the monitoring calculation model.

[0101] It should be noted that the braking intervention curve is based on the effective braking curve. See Figure 5. The derivation method of the braking intervention curve involved in the present invention is applicable to the emergency braking intervention curve and the common braking intervention curve, and is derived according to the mathematical model. Taking the calculation of the emergency braking intervention curve EBI as an example, according to the emergency braking effective speed V of each point on the emergency braking effective curve EBD, ebd .

[0102] Specifically, the method includes: obtaining the emergency braking effective speed and the average slope according to the first effective braking curve to calculate the idle time, and obtaining the speed of the first train when the traction force is completely cut off and the distance to the first position target point corresponding to the speed when the traction force of the first train is completely cut off;

[0103] The sum of the distance to the first position target point and the length of the train is taken as a first range, and the uphill road is taken as a flat road. The average slope within the first range is calculated as a third average slope.

[0104] In some optional embodiments, the method further includes:

[0105] Determine the idling time within the first range and calculate the slope according to the third average slope;

[0106] Wherein, when the third average slope is equal to zero, the slope calculated by idling time is zero;

[0107] When the average slope is less than zero, the idling time is calculated again according to the third average slope, and the speed when the second train traction force is completely cut off and the distance from the target point to the second position corresponding to the speed when the second train traction force is completely cut off are calculated.

[0108] Specifically, through formula (7)

[0109] V ebi (k)=V jm (k)-(a jm_iw (k)+a ebi_f (k))×(T jst +T qd ) (7)

[0110] Calculate the intervention speed V at each point on the emergency brake intervention curve ebi , where V ebi (k): Train emergency braking intervention speed in the kth calculation step, unit: m / s; V jm (k) is the speed of the train when the traction force is completely removed within the kth calculation step, m / s; T jst is the system delay time of the on-board ATP device, unit: s; T qd The delay time for the onboard ATP equipment to cut off the train traction, unit: s; a jm_iw (k) is the slope resistance deceleration of the train when the traction force is removed in the kth calculation step, unit: m / s 2 ;a ebi_f (k) is the kth calculation step, the train is at speed V ebi (k) to speed V jm (k) Residual acceleration, unit: m / s 2 .

[0111] In the above formula (7), the speed V when the train traction force is completely removed in the kth calculation step is ebi (k) is calculated by formula (8).

[0112] V jm (k)=V ebd (k)-a ebd_iw (k)×(T jk -T qd ) (8)

[0113] Among them, V ebd (k) is the effective speed of emergency braking in the kth calculation step, unit: m / s; a ebd_iw (k) is the kth calculation step, the train is at speed V ebd (k) Slope resistance deceleration, unit: m / s 2 , idle time T jk The influence of slope has been taken into account in the calculation. ebd_iw (k) takes the value of 0m / s 2 ;

[0114] The vehicle-mounted emergency brake intervention curve EBI monitoring distance is calculated by formula (9);

[0115] Among them, S ebd (k) is the speed V in the kth calculation step ebd (k) The distance from the target point to the position, unit: m; S ebi (k) is the speed V in the kth calculation step ebi The distance between the position (k) and the target point, unit: m.

[0116] The calculation models (7), (8), and (9) above, when the train type and system configuration parameters are determined, a jm_iw (k) and T jk Affected by the additional slope of the braking section in thousandths.

[0117] The train idling time calculated by the most unfavorable slope principle is too long, and the on-board vehicle control efficiency is low; when the train idling time is calculated by the average slope principle, the derived monitoring curve will have a sawtooth mutation in sections with large differences in adjacent slopes. Taking all factors into consideration, locomotive-hauled trains have a large number of vehicles, long idling time, and long train idling distance. Only the average slope of the calculation point on the braking effective curve is used as the slope value for the entire idling time calculation. When the slope suddenly changes, there is a problem of insufficient braking idling time, which does not comply with the principle of fault-oriented safety. In the derivation process of the on-board vehicle control monitoring curve EBI / SBI, the slope value when calculating the braking idling time uses a cyclic calculation to find the unfavorable average slope i h When calculating the train idling time, the slope value is based on the basic principle of the average slope of the train chain, and the value should be iteratively corrected according to the following algorithm.

[0118] In some optional embodiments, the method further includes:

[0119] The sum of the distance to the second position target point and the train length is used as the second range; the uphill road is regarded as a flat road, and the average slope within the second range is calculated as the fourth average slope;

[0120] The slope is calculated by determining the idle time according to the fourth average slope.

[0121] The step of determining the idling time and calculating the slope according to the fourth average slope includes:

[0122] When the third average slope is less than or equal to the fourth average slope, the third average slope is used as the slope for calculating the idle time;

[0123] When the third average slope is greater than the fourth average slope, the idling time is calculated again according to the fourth average slope, and the speed when the third train traction force is completely cut off and the distance from the target point to the third position corresponding to the speed when the third train traction force is completely cut off are calculated.

[0124] Specifically, the emergency brake intervention curve EBI is used as an example to illustrate the calculation point V on the EBD curve. ebd (k), first take the flat slope to calculate the idling time T jk1 , calculate the speed V when the train traction is completely cut off jm1 The distance S from the target point ebd_jk1 (k), the distance S of the position target point ebd_jk1 (k)+l 车 All uphill slopes within the train length are taken as flat roads and the average slope i within the range is calculated. b1 , as the third average slope, if the third average slope i b1 If it is equal to 0, the slope i is calculated by idling time. h The value is 0, and the calculation ends; if the third average slope i b1 Less than 0, take the slope i b1 Recalculate the idle time T jk2 , calculate the speed V when the traction force of the second train is completely cut off jm2 The distance S between the second position and the target point corresponding to the speed when the second train traction force is completely cut off ebd_jk2 (k) The distance S between the second position and the target point corresponding to the speed when the second train traction force is completely cut off ebd_jk2 (k)+l 车 The sum of the train lengths is taken as the second range. All uphill slopes in the second range are taken as flat roads and the average slope i within the range is calculated. b2 , as the fourth average slope, if the third average slope (ib1 ,0) is not greater than the fourth average slope (i b2 ,0), then take the third average slope (i b1 ,0) is used as the idling time to calculate the slope i h , the calculation ends; if the third average slope (i b1 ,0) is greater than the fourth average slope (i b2 ,0), take the fourth average slope i b2 Recalculate the idle time T jk3 , calculate the speed V when the traction force of the third train is completely cut off jk3 The distance S between the third position and the target point corresponding to the speed when the third train traction force is completely cut off ebd_jk3 (k).

[0125] The calculation of emergency brake idling time and common brake idling time of locomotive traction train is shown in formula (10);

[0126] t k =(a+b·r·n)·(cd·i j ) (10)

[0127] Among them, a, b, b, and d are the coefficients of the idling time; r is the train braking pressure reduction; n is the number of train cars; i j The thousandth of the slope is added to the braking section, and the braking idling time on the uphill slope is taken as the value on the flat road.

[0128] In some optional embodiments, the method further includes:

[0129] The sum of the distance to the third position target point and the train length is taken as a third range; the uphill road is taken as a flat road, and the average slope within the third range is calculated as a fifth average slope;

[0130] The slope is calculated by determining the idle time according to the fifth average slope.

[0131] Specifically, the method also includes: determining the idle time calculation slope by repeating the steps of calculating the idle time calculation slope using the fourth average slope and the fifth average slope, until, within the j-2 range, the j-th average slope is less than or equal to the j+1-th average slope, and determining the j-th average slope as the idle time calculation slope.

[0132] Specifically, the distance S of the third position target point ebd_jm3 (k) Train length l 车 The sum is taken as the third range, and all uphill roads are taken as flat roads, and the average slope i within the range is calculated. b3 , as the fifth average slope; determine the fourth average slope (i b2,0) and the fifth average slope (i b3 ,0), repeat the above process until the jth average slope (i b(j) ,0) is less than or equal to (i b(j+1) ,0) the j+1th average slope, take the jth average slope (i b(j) ,0) is used as the idling time to calculate the slope i h .

[0133] Based on the same inventive concept, the present invention also provides a traction train gradient curve value calculation system, see FIG6 , comprising:

[0134] The calculation unit 601 is used to calculate the initial effective braking curve of the train by accumulating the speed intervals in sections when the traction train is braking; wherein the slope value of the initial effective braking curve is calculated according to the average slope principle of the train chain;

[0135] a correction unit 602, configured to correct the slope value of the initial effective braking curve to obtain a first effective braking curve;

[0136] The calculation unit 601 is further configured to calculate a braking intervention curve based on the first effective braking curve; wherein the intervention speed of each point on the intervention curve is calculated based on the speed of each point on the first effective braking curve;

[0137] The determination unit 603 is configured to modify the slope value according to the braking intervention curve and determine the slope value of the calculated value of the idling time within the calculation step.

[0138] Based on the same inventive concept, the present invention further provides an electronic device 161, as shown in FIG7 , including a processor 164, a communication interface 165, a memory 162, and a communication bus, wherein the processor 164, the communication interface 165, and the memory 162 communicate with each other via the communication bus;

[0139] Memory 162 storing a computer program 163;

[0140] When the processor 164 executes the program stored in the memory 162, a method for calculating the value of the gradient curve of a traction train is implemented.

[0141] The communication bus mentioned above may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus may be divided into an address bus, a data bus, a control bus, etc.

[0142] The communication interface 165 is used for communication between the electronic device 161 and other devices.

[0143] The memory 162 may include a random access memory 162 (RAM) or a non-volatile memory 162, such as at least one disk storage 162. Alternatively, the memory 162 may be at least one storage device located away from the processor 164.

[0144] The above-mentioned processor 164 can be a general-purpose processor 164, including a central processing unit 164 (CPU), a network processor 164 (NP), etc.; it can also be a digital signal processor 164 (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, and discrete hardware components.

[0145] Based on the same inventive concept, the present invention also provides a computer-readable storage medium storing a computer program 163 , which implements a method for calculating the gradient curve value of a traction train when the computer program 163 is executed by a processor 164 .

[0146] The computer-readable storage medium may be included in the device / apparatus described in the above embodiments, or may exist independently and not incorporated into the device / apparatus. The computer-readable storage medium carries one or more programs that, when executed, implement the method for calculating the gradient curve value of a traction-type train according to the embodiments of the present disclosure.

[0147] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A calculation method for the value of the gradient curve of a towed train, characterized in that Comprising: In the case of the braking of a towed train, by segmentally accumulating the speed intervals, calculating the initial effective braking curve of the train; wherein, the ramp value for calculating the initial effective braking curve is calculated according to the average ramp principle of the train chain; Correcting the ramp value of the initial effective braking curve to obtain the first effective braking curve; Calculating the braking intervention curve according to the first effective braking curve; wherein, the intervention speed of each point on the intervention curve is calculated according to the speed of each point on the first effective braking curve; Correcting the ramp value according to the braking intervention curve and determining the slope value for calculating the coasting time within the calculation step length.

2. The method according to claim 1, wherein The calculating of the initial effective braking curve of the train by segmentally accumulating the speed intervals includes: Obtaining the initial speed of the train speed interval, the final speed of the speed interval, the braking calculation coefficient, the basic running resistance per unit of the train, and the thousandth of the additional ramp in the braking section; Calculating the initial effective braking curve according to the initial speed of the speed interval, the final speed of the speed interval, the braking calculation coefficient, the basic running resistance per unit of the train, and the thousandth of the additional ramp in the braking section.

3. The method according to claim 1, characterized in that, The correcting of the ramp value of the initial effective braking curve includes: Determining the speed section of the calculation step length. Among them, within each calculation step length section, the average slope within the train length range at the current reverse position is determined as the first average slope.

4. The method according to claim 3, wherein The method further includes: Calculating the effective braking distance according to the first average slope; calculating the second average slope within the train length range according to the effective braking distance and the train length at the current reverse position.

5. The method according to claim 4, characterized in that, The method further includes: Determining the slope within the current calculation step length according to the first average slope and the second average slope; wherein, the adverse slope among the first average slope and the second average slope is used as the slope within the current calculation step length.

6. The method according to claim 5, wherein The method further includes: When the first average slope is greater than the second average slope, calculating the corrected effective braking distance according to the slope within the current calculation step length and determining the next reverse position; wherein, the curve of the corrected effective braking distance is the first effective braking curve.

7. The method according to claim 1 or 6, characterized in that, The calculating of the braking intervention curve according to the first effective braking curve includes: Obtaining the speed when the train traction is completely cut off, the delay time for the on-vehicle equipment to cut off the train traction, and the coasting time of the emergency braking; Calculating the monitoring distance of the emergency braking intervention curve through the monitoring calculation model.

8. The method according to claim 7, characterized in that, The method further includes: Obtaining the emergency braking effective speed and the coasting time calculated according to the average slope from the first effective braking curve, obtaining the speed when the first train traction is completely cut off and the distance to the first position target point corresponding to the speed when the first train traction is completely cut off; Taking the sum of the distance to the first position target point and the train length as the first range, and taking the uphill ramp as a flat road therein, calculating the average slope within the first range as the third average slope.

9. The method according to claim 8, wherein The method further includes: Determining the coasting time calculation slope within the first range according to the third average slope; Wherein, when the third average slope is equal to zero, the coasting time calculation slope value is taken as zero; When the average gradient is less than zero, recalculate the coasting time based on the third average gradient, and calculate the speed when the traction force of the second train is completely cut off and the distance from the second position corresponding to the speed when the traction force of the second train is completely cut off to the target point.

10. The method according to claim 9, wherein The method further includes: Taking the sum of the distance from the second position to the target point and the train length as the second range; and taking the uphill section as a flat section, calculating the average gradient within the second range as the fourth average gradient; Determine the coasting time calculation gradient according to the fourth average gradient.

11. The method according to claim 10, wherein The determining the coasting time calculation gradient according to the fourth average gradient includes: When the third average gradient is less than or equal to the fourth average gradient, take the third average gradient as the coasting time calculation gradient; When the third average gradient is greater than the fourth average gradient, recalculate the coasting time according to the fourth average gradient, and calculate the speed when the traction force of the third train is completely cut off and the distance from the third position corresponding to the speed when the traction force of the third train is completely cut off to the target point.

12. The method according to claim 11, wherein The method further includes: Taking the sum of the distance from the third position to the target point and the train length as the third range; and taking the uphill section as a flat section, calculating the average gradient within the third range as the fifth average gradient; determining the coasting time calculation gradient according to the fifth average gradient.

13. The method according to claim 12, wherein The method further includes: Until within the (j - 2)th range, when the jth average gradient is less than or equal to the (j + 1)th average gradient, determine the jth average gradient as the coasting time calculation gradient.

14. A calculation system for obtaining gradient curve values of a traction train, characterized in that, Includes: A calculation unit, configured to calculate the initial effective braking curve of the train by segmentally accumulating the speed intervals in the case of braking of a traction train; wherein, the gradient value for calculating the initial effective braking curve is calculated according to the average gradient principle of the train chain; A correction unit, configured to correct the gradient value of the initial effective braking curve to obtain the first effective braking curve; The calculation unit is further configured to calculate the braking intervention curve according to the first effective braking curve; wherein, the intervention speed of each point on the intervention curve is calculated according to the speed of each point on the first effective braking curve; A determination unit, configured to correct the gradient value according to the braking intervention curve and determine the gradient value for the coasting time calculation value within the calculation step.

15. An electronic device, characterized in that, Includes: A processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory complete mutual communication through the communication bus; The memory stores a computer program; When the processor executes the program stored in the memory, it implements the method for calculating the gradient curve value of a traction train as described in any one of claims 1 to 13.

16. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, and when the computer program is executed by a processor, it implements the method for calculating the gradient curve value of a traction train as described in any one of claims 1 to 13.

Images