Train braking method and device, electronic equipment and storage medium
1. A method of braking a train, comprising:
determining an ATP protection curve of a current train, wherein the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when the corresponding position point brakes to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point;
and controlling the current train to brake based on the ATP protection curve.
2. The train braking method according to claim 1, wherein the tracking EB speed limit curve is determined based on the following steps:
determining a target stop position point of the current train based on a brake parameter and a brake position point of a forward train of the current train;
determining an emergency braking trigger speed corresponding to the current train from braking of each position point to parking of the target parking position point based on the braking parameters of the current train and the target parking position point;
and determining the tracking EB speed limiting curve based on the emergency braking trigger speed corresponding to the current train from braking of each position point to parking of each target parking position point.
3. The train braking method of claim 2, wherein the determining the target stopping location point of the current train based on the braking parameters and the braking location point of the forward train comprises:
determining the running braking distance of the forward train based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train;
determining a safety envelope length of the forward train based on an accumulated running error in the braking parameters of the forward train;
and determining a target parking position point of the current train based on the running braking distance, the safety envelope length, the train length and the braking position point of the forward train.
4. The train braking method of claim 3, wherein determining the traveling braking distance of the forward train based on the traction delay, the coasting delay, and the braking delay in the braking parameters of the forward train comprises:
if the forward train is in a flat slope or a downhill slope, determining a traveling braking distance of the forward train when the forward train is in the flat slope based on traction delay, coasting delay and braking delay in braking parameters of the forward train;
and if the forward train is on an uphill slope, determining the running braking distance of the forward train when the forward train is on the uphill slope based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train.
5. The train braking method according to claim 2, wherein the determining of the emergency braking trigger speed corresponding to the current train braking from each position point to the target parking position point based on the braking parameters of the current train and the target parking position point comprises:
if the current train is on an uphill slope or a flat slope, determining an emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is on the flat slope based on the safe braking model of the current train and the target stopping position point;
if the current train is in a downhill, determining an emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is in the downhill based on the safe braking model of the current train and the target stopping position point;
the safe braking model is determined based on the braking parameters of the current train.
6. The train braking method of claim 2, wherein the braking parameters and braking location points of the forward train are transmitted by the forward train to the current train via a train-to-train communication protocol.
7. The train braking method according to any one of claims 1 to 5, further comprising:
and setting the speed limit of each road section of different road sections to obtain a road section speed limit curve of the whole road section, wherein the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve do not exceed the road section speed limit curve.
8. A train brake device, comprising:
the system comprises a determining unit, a tracking unit and a judging unit, wherein the determining unit is used for determining an ATP protection curve of a current train, the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when braking from the corresponding position point to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point;
and the braking unit is used for controlling the current train to brake based on the ATP protection curve.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the steps of the train braking method according to any of claims 1 to 7 are implemented when the processor executes the program.
10. A non-transitory computer readable storage medium having stored thereon a computer program, wherein the computer program when executed by a processor implements the steps of the train braking method according to any one of claims 1 to 7.
Background
At present, in the field of rail transit operation Control, there are two types of Train systems that are widely used, namely, a Chinese Train Control System (CTCS) applied to a main railway and a Communication Based Train automatic Control System (CBTC) applied to urban rail transit. Most of the current subway transportation systems adopt a moving block fixed marshalling train operation mode based on a CBTC system.
However, the operation method of the fixed marshalling train based on the CBTC system cannot flexibly adjust the number of vehicles of the train to meet the requirements of different transportation capacities.
Disclosure of Invention
The invention provides a train braking method, a train braking device, electronic equipment and a storage medium, which are used for solving the defect that a fixed marshalling train in the prior art cannot flexibly allocate the number of trains so as to meet the requirements of different transport capacities.
The invention provides a train braking method, which comprises the following steps:
determining an ATP protection curve of a current train, wherein the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when the corresponding position point brakes to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point;
and controlling the current train to brake based on the ATP protection curve.
According to the train braking method provided by the invention, the tracking EB speed limit curve is determined based on the following steps:
determining a target stop position point of the current train based on a brake parameter and a brake position point of a forward train of the current train;
determining an emergency braking trigger speed corresponding to the current train from braking of each position point to parking of the target parking position point based on the braking parameters of the current train and the target parking position point;
and determining the tracking EB speed limiting curve based on the emergency braking trigger speed corresponding to the current train from braking of each position point to parking of each target parking position point.
According to the train braking method provided by the invention, the determining the target stopping position point of the current train based on the braking parameter and the braking position point of the forward train comprises the following steps:
determining the running braking distance of the forward train based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train;
determining a safety envelope length of the forward train based on an accumulated running error in the braking parameters of the forward train;
and determining a target parking position point of the current train based on the running braking distance, the safety envelope length, the train length and the braking position point of the forward train.
According to the train braking method provided by the invention, the determining of the running braking distance of the forward train based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train comprises the following steps:
if the forward train is in a flat slope or a downhill slope, determining a traveling braking distance of the forward train when the forward train is in the flat slope based on traction delay, coasting delay and braking delay in braking parameters of the forward train;
and if the forward train is on an uphill slope, determining the running braking distance of the forward train when the forward train is on the uphill slope based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train.
According to the train braking method provided by the invention, the step of determining the emergency braking trigger speed corresponding to the current train from each position point to the target parking position point for parking based on the braking parameters of the current train and the target parking position point comprises the following steps:
if the current train is on an uphill slope or a flat slope, determining an emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is on the flat slope based on the safe braking model of the current train and the target stopping position point;
if the current train is in a downhill, determining an emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is in the downhill based on the safe braking model of the current train and the target stopping position point;
the safe braking model is determined based on the braking parameters of the current train.
According to the train braking method provided by the invention, the braking parameters and the braking position points of the forward train are transmitted to the current train by the forward train through a train-to-train communication protocol.
According to the train braking method provided by the invention, the method further comprises the following steps: and setting the speed limit of each road section of different road sections to obtain a road section speed limit curve of the whole road section, wherein the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve do not exceed the road section speed limit curve.
The present invention also provides a train braking device, comprising:
the system comprises a determining unit, a tracking unit and a judging unit, wherein the determining unit is used for determining an ATP protection curve of a current train, the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when braking from the corresponding position point to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point;
and the braking unit is used for controlling the current train to brake based on the ATP protection curve.
The invention also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor implements the steps of the train braking method as described in any one of the above when executing the program.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, carries out the steps of the train braking method as any one of the above.
According to the train braking method, the device, the electronic equipment and the storage medium, the ATP protection curve of the current train is determined according to the minimum value in the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve of the current train, and the current train is controlled to brake according to the ATP protection curve of the current train, so that the problem that the number of the trains cannot be flexibly allocated in the traditional fixed marshalling train operation mode is solved, the current train can drive according to the minimum tracking interval between the trains, the tracking distance between the trains is shortened, the traffic volume is increased, the traction energy consumption is reduced, and energy conservation and emission reduction are realized on the basis of ensuring the train driving density.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic flow chart of a train braking method provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of an intersection of emergency braking curves provided by an embodiment of the present invention;
FIG. 3 is a graphical illustration of a safety braking model provided by an embodiment of the present invention;
FIG. 4 is a schematic illustration of a train braking curve provided by an embodiment of the present invention;
fig. 5 is a schematic diagram of a road section speed limit curve, a ceiling EB speed limit curve, a target EB speed limit curve, a tracking EB speed limit curve, and an ATP protection curve provided by the embodiment of the present invention;
FIG. 6 is a schematic structural view of a train brake provided by the present invention;
fig. 7 is a schematic structural diagram of an electronic device provided by the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The traditional CBTC system-based mobile block fixed marshalling train operation mode cannot flexibly allocate the number of the trains to meet the requirements of different transport capacities. Therefore, in the operation management of the traditional mobile block fixed marshalling train based on the CBTC system, the operation mode of "large marshalling and high density" cannot be used to realize "multi-pull fast running" in the peak time of travel; and the marshalling number of a single train can not be reduced on the basis of ensuring the train density in the peak-off period of travel, and the purposes of reducing traction energy consumption, saving energy and reducing emission can not be achieved through a small marshalling and high-density operation mode.
And, based on the moving block fixed consist train operation manner of the CBTC system, the current train Moving Authority (MA) may extend to the minimum safe rear end of the forward train of the current train. In order to increase the average traveling speed and increase the traffic volume based on the tracking of the train position, it is necessary to increase the departure speed by a large traction force, increase the arrival speed by a large brake, or shorten the turn-back interval.
In view of the above situation, the present invention provides a train braking method, and fig. 1 is a schematic flow chart of the train braking method provided in the embodiment of the present invention, as shown in fig. 1, the method includes:
step 110, determining an ATP protection curve of the current train, wherein the ATP protection curve is determined based on a minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, wherein the EB speed limit curve reflects a corresponding relationship between each position point and an emergency braking trigger speed, the emergency braking trigger speed in the target EB speed limit curve is a trigger speed reaching a preset target speed when braking from the corresponding position point to a target parking position point, and the emergency braking trigger speed in the tracking EB speed limit curve is a trigger speed when braking from the corresponding position point to the target parking position point;
here, the ceiling EB speed limit curve is a curve of a correspondence relationship between each position point in the road ceiling area and the emergency braking trigger speed; the target EB speed limit curve is a curve of a corresponding relation between each position point in a road target area and the emergency braking trigger speed; the EB speed limit curve is tracked based on speed, and the corresponding relation between each position point and the emergency braking triggering speed is tracked; the atp (automatic Train protection) protection curve is a curve that can be driven between trains at a minimum tracking interval under speed-based tracking.
The emergency braking triggering speed in the target EB speed limiting curve refers to the triggering speed for carrying out emergency braking from a corresponding position point in a road target area to reach a preset target speed when reaching a target parking position point, and the tracking of the emergency braking triggering speed in the EB speed limiting curve refers to the triggering speed for carrying out emergency braking from the corresponding position point to the target parking position point for parking.
The ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve are determined based on the braking parameters and the braking position points of the current train and the forward train thereof; the braking parameters can be traction delay, coasting delay, braking delay, accumulated traveling error and the like; the braking position point is the position point where the train is in emergency braking.
Specifically, a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train are obtained through calculation according to the braking parameters and braking position points of the current train and the train ahead of the current train. And then, determining the minimum value of the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve of the current train, and determining the EB speed limit curve corresponding to the minimum value as the ATP protection curve of the current train.
And step 120, controlling the current train to brake based on the ATP protection curve.
Specifically, after the ATP protection curve of the current train is determined in step 110, the current train may be controlled to brake according to the ATP protection curve of the current train, so that the current train can drive at the minimum tracking interval between the trains, and virtual coupling real-time tracking of the two trains is achieved.
According to the train braking method provided by the embodiment of the invention, the ATP protection curve of the current train is determined according to the minimum value in the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve of the current train, and the current train is controlled to brake according to the ATP protection curve of the current train, so that the problem that the number of the trains cannot be flexibly allocated in the traditional fixed marshalling train operation mode is solved, the current train can run at the minimum tracking interval between the trains, the tracking distance between the trains is shortened, the traffic volume is increased, the traction energy consumption is reduced, and the energy conservation and emission reduction are realized on the basis of ensuring the train running density.
Considering that the braking parameters of the current train and the train vehicles ahead of the current train may be different, when braking is carried out, the current train may collide with the train ahead of the current train. Fig. 2 is a schematic diagram of the intersection of emergency braking curves provided by the embodiment of the invention, as shown in fig. 2, point G in fig. 2 is a braking position point of a forward train; point D is a brake application point, V2The speed of the forward train at the D point; MA is mobile authorization; if the braking rate of the current train is smaller than that of the train in the forward direction, the traction delay of the current train is larger than that of the train in the forward directionThe traction delay of the train or the brake effective time of the current train is longer than the brake effective time of the forward train, so that the forward train is collided by the current train in the braking process.
For the above situation, based on the above embodiment, the following EB speed limit curve is determined based on the following steps:
determining a target stop position point of the current train based on the brake parameter and the brake position point of the forward train of the current train;
determining the emergency braking trigger speed corresponding to the current train from braking of each position point to parking of the target parking position point based on the braking parameters of the current train and the target parking position point;
and determining a tracking EB speed limiting curve based on the emergency braking trigger speed corresponding to the current train from braking of each position point to parking of each target parking position point.
Specifically, because the EB speed limit curves are determined based on the braking parameters and the braking position points of the current train and the train ahead of the current train, the EB speed limit curves can be calculated according to the braking parameters and the braking position points of the train ahead of the current train to obtain the target stopping position point of the current train. The target parking position point is a position point which is away from the train before the train is subjected to emergency braking and parking and has the safe envelope length; the braking parameters of the forward train can be traction delay, coasting delay, braking delay, accumulated traveling error and the like; the braking position point is the position point where the train is in emergency braking.
And after the target parking position of the current train is obtained, reverse derivation can be carried out according to the braking parameters of the current train and the target parking position point, and the emergency braking triggering speed corresponding to the current train from braking of each position point to parking of the target parking position point is obtained.
Since the forward train is moving, the position of the target stop position point is also constantly changed, and therefore when the emergency braking trigger speed is calculated according to the brake parameters of the current train and the target stop position point, the emergency braking trigger speed corresponding to the current train stopping from each position point to each target stop position point needs to be calculated. And then, determining the tracking EB speed limiting curve of the current train according to the emergency braking triggering speed corresponding to the current train from braking at each position point to stopping at each target stopping position point.
Based on the above embodiment, determining the target stop location point of the current train based on the braking parameter and the braking location point of the forward train includes:
determining the running braking distance of the forward train based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train;
determining the safety envelope length of the forward train based on the accumulated running error in the braking parameters of the forward train;
and determining a target stop position point of the current train based on the running braking distance, the safety envelope length, the train length and the braking position point of the forward train.
The running braking distance is the distance traveled by the train in the period from the start of braking of the train to the stop of the train, and the safety envelope length is the minimum safety distance between the forward train and the current train in the running process of the train; the length of the train is the length of the train body.
Specifically, the target stop position point of the current train is calculated by the running braking distance of the train in front of the target stop position point, the safety envelope length, the train length and the braking position point. The calculation formula of the target parking position of the current train is shown as the following formula:
postarget＝posB-LForward train+LBraking device-LSafety envelope
Wherein, posTargetIndicating a target parking position point, posBIndicating the braking position point, L, of the forward trainForward trainIndicating the length of the forward train, LBraking deviceIndicating the running braking distance, L, of the forward trainSafety envelopeRepresenting the safety envelope length of the forward train.
The running and braking distance of the forward train can be determined according to traction delay, inertia delay and braking delay in the braking parameters of the current forward train of the train; the safety envelope length of the forward train can be determined according to the accumulated running error in the braking parameters of the forward train of the current train.
Based on the above embodiment, determining the traveling braking distance of the forward train based on the traction delay, the coasting delay, and the braking delay in the braking parameters of the forward train includes:
if the forward train is on a flat slope or a downhill, determining the running braking distance of the forward train when the forward train is on the flat slope based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train;
and if the forward train is on the uphill, determining the traveling braking distance when the forward train is on the uphill based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train.
Considering that the running braking distance of the forward train affects the determination of the current train target stop position point, the influence of the gradient on the running braking distance of the forward train needs to be considered when calculating the running braking distance of the forward train.
Specifically, when the train is located on a downhill section, the speed of the train on the downhill section is high, so that the traveling braking distance is long, the stopping point of the forward train moves forward compared with the flat section, and the target stopping point also moves forward compared with the flat section. At this time, in order to ensure that the current train does not collide with the forward train on any road section, the running braking distance of the forward train on the flat slope road section can be determined as the running braking distance of the forward train on the downhill road section, that is, the current train is on the flat slope road section or the downhill road section, and the running braking distance of the forward train on the flat slope road section is determined by the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train.
Accordingly, when the train is located on an uphill section, the traveling braking distance is shortened due to the slow speed of the train on the uphill section, the stopping point of the forward train is moved backward compared with the flat section, and the target stopping position point is also moved backward compared with the flat section. At the moment, the running braking distance of the forward train on the uphill road section can be directly determined according to the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train of the current train.
The train braking method provided by the embodiment of the invention considers the influence of the gradient on the running braking distance of the train, specially processes the condition that the forward train is in the downhill, and takes the running braking distance of the flat slope section as the running braking distance of the downhill section, thereby ensuring the safety of the train in the running process to the maximum extent.
Based on the above embodiment, determining the emergency braking trigger speed corresponding to the current train stopping from each position point to the target stopping position point based on the braking parameters of the current train and the target stopping position point, includes:
if the current train is on an uphill slope or a flat slope, determining emergency braking trigger speeds corresponding to stopping from all position points to a target stopping position point when the current train is on the flat slope based on a safe braking model and the target stopping position point of the current train;
if the current train is in the downhill, determining the emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is in the downhill based on the safety braking model of the current train and the target stopping position point;
the safe braking model is determined based on the braking parameters of the current train.
Considering that the emergency braking trigger speed of the current train corresponding to each position point influences the determination of the tracking EB speed limit curve of the current train, so as to influence the determination of the ATP protection curve of the current train, when the emergency braking trigger speed of the current train corresponding to each position point is calculated, the influence of the slope on the emergency braking trigger speed is considered.
Specifically, when the current train is on an uphill road section, the speed of the train is slower than that of the train on an uphill road section on a flat slope road section, and in order to ensure the safety of the train in the running process, the emergency brake triggering speed corresponding to the stopping from each position point to the target stopping position point when the current train is on the flat slope can be used as the emergency brake triggering speed corresponding to the stopping from each position point to the target stopping position point when the current train is on the uphill slope, wherein the emergency brake triggering speed corresponding to the stopping from each position point to the target stopping position point when the current train is on the flat slope road section can be determined according to the safety brake model and the target stopping position point of the current train.
In the actual driving process, the speed of the current train on the uphill road section is lower than that on the flat slope road section, so that the current train can not collide with the forward train on any road section.
Correspondingly, when the train is on the downhill section, the speed of the train is higher than that of the train on the flat section, and at the moment, the emergency braking triggering speed corresponding to the stopping from each position point to the target stopping position point when the train is on the downhill can be directly determined according to the safety braking model and the target stopping position point of the train.
The safe braking model is determined by training the initial model according to the braking parameters of the current train. Fig. 3 is a schematic diagram of a safety brake model according to an embodiment of the present invention, as shown in fig. 3, where the horizontal axis in fig. 3 represents position and the vertical axis represents speed; the section A and the section B are cutting traction stages, and the time is the sum of the reaction time of vehicle-mounted ATP and the cutting traction reaction time of the train; the section C is a coasting section, and the time is the time from the moment when the traction of the vehicle is cut off to the moment when the vehicle applies emergency braking; the D section is a brake starting application stage, and the time is the time required by the vehicle from the beginning of emergency brake application to the 90% of the braking force application; section E is the Curve after the train enters Emergency braking (Emergency Brake Curve). In the figure, a dotted line (ATP overtsped Detection current) is an ATP Overspeed Detection Curve, and an ATP profile Speed Measurement Error represents the maximum Speed Measurement Error of the vehicle-mounted device. The distance of Position incertation represents the maximum positioning error of the train, namely the maximum underseading error. Point X, Speed/location, as determined by car ATP, indicates that the Speed/position of Point X is determined by the car ATP; the Y-point Actual speed/location at start of propulsion runaway represents the Actual speed/position at which the drive runaway begins. In the actual parameters of the vehicle, there may be no situations such as coasting stage, overlap of traction removal and brake application start stage, etc., and the time value of each stage needs to be taken according to the actual parameters, and the principle is the guiding safety side. The acceleration/deceleration rates of the four stages need to be superposed with the gradient, and in order to ensure safety, the gradient is the maximum downhill within the range from the minimum safety rear end to the MA.
Based on the current safety brake model of the train in fig. 3, a ceiling EB speed limit curve and a target EB speed limit curve in the process of triggering the emergency brake of the train are calculated, wherein the EB speed limit curve represents a relationship curve between each position point and the emergency brake trigger speed in the process of triggering the emergency brake of the train, that is, the emergency brake trigger speed of each position can be obtained through the curves. In the traditional method, in any position, the smaller value of the emergency brake triggering speed on the ceiling EB speed limiting curve and the emergency brake triggering speed on the target EB speed limiting curve is used as the final emergency brake triggering speed, the final EB speed limiting curves of all the positions are formed according to each position and the corresponding final emergency brake triggering speed, and the final EB speed limiting curves are used as the EB triggering curves in the running process of the train, so that unnecessary speed reduction occurs when ATO (automatic train operation) controls the train at the target point, unnecessary energy loss is caused, and uncomfortable riding experience is brought to passengers due to frequent traction braking.
Based on this, fig. 4 is a schematic diagram of a train braking curve provided by an embodiment of the present invention, as shown in fig. 4, after a ceiling EB speed limit curve and a target EB speed limit curve of a current train are calculated according to a safety braking model of the current train, according to a target parking position point and a safety braking model of the current train, an emergency braking trigger speed corresponding to the current train braking from each position point to each target parking position point is determined; and then determining the tracking EB speed limiting curve according to the emergency braking trigger speed corresponding to the current train from each position point to each target parking position point for parking. In the embodiment of the invention, the EB speed limit curve corresponding to the minimum value in the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve of the current train is used as the ATP protection curve of the current train. The train is emergently braked according to the ATP protection curve, unnecessary deceleration is reduced as far as possible in a safety range, and applicability and riding experience comfort of the system are improved.
Based on the above embodiment, the braking parameters and the braking location point of the forward train are transmitted to the current train by the train-to-train communication protocol.
Specifically, the ATP system is a core safety control subsystem in the CBTC train control system, and is a key technology for the CBTC system to implement mobile blocking. The ATP system is divided into a vehicle-mounted ATP and a ground equipment zone controller ZC (zone controller), wherein the main safety service provided by the ZC is mobile authorization MA, and the vehicle-mounted ATP calculates a safety protection curve according to the mobile authorization provided by the ZC to ensure the safe operation of the train.
In the embodiment of the invention, under the condition that the braking parameters of the current train and the forward train are not necessarily the same, the ZC sends MA to the virtually linked forward train and the current train respectively through a train-ground communication protocol, and the forward train and the current train transmit relevant information through a train-vehicle communication protocol, wherein the relevant information can be train position, current speed of the train, train length, safety envelope length, running braking distance, working condition information (traction delay, coasting delay and braking delay), emergency braking state and the like.
Particularly, if the forward train decelerates at a target point in the target area and needs to be continuously braked, the forward train transmits the running brake distance to the current train through the train-to-train communication protocol without considering the distance change caused by the traction delay.
It should be noted that in the case of virtual hitching, the tracking between the current train and the train ahead of the current train is not based on position, but based on speed. The distance between two cars is relative braking distance, and absolute braking distance, and the train is a process that moves forward under the braking condition to the train that moves forward promptly, and the position of preceding train can move forward always, and until preceding train speed is zero, only need guarantee at this moment to the train begin to send emergency braking instruction to the train, to applying to cut and lead to the braking and stop the in-process, current train can not touch its rear of a vehicle that moves forward the train all the time.
When different operations are required to be carried out on the current train and the train ahead of the current train, the virtual linkage between the two trains can be released, so that the two trains continue to run according to the protection curve calculated by the existing operation mode of the mobile blocking fixed marshalling train.
According to the virtual coupling ATP protection curve calculation method based on speed tracking of Train-ground communication and Train-vehicle communication, provided by the embodiment of the invention, by calculating the ATP protection curve in real time, an ATO (Automatic Train Operation device) automatically controls the trains to run at the minimum tracking interval under the protection curve, so that the virtual coupling real-time tracking of the two trains is realized; when two vehicles need to carry out different operations, the method can be dynamically compiled, is compatible with ATP protection curve calculation under the traditional moving block, can flexibly switch between the ATP protection curve under the virtual linkage and the protection curve calculation under the traditional meaning, and improves the operation efficiency.
Based on the above embodiment, the method further comprises: and setting the speed limit of each road section of different road sections to obtain a road section speed limit curve of the whole road section, wherein the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve do not exceed the road section speed limit curve.
The ceiling EB speed is calculated according to the minimum value of all speed-limiting sections from the minimum safety rear end to the maximum safety front end, the target EB speed is calculated according to the road section target point at the maximum safety front end, and the tracking EB speed is calculated according to the braking parameters of the train and the target parking position point. Since the current train is subject to the triple constraints of the ceiling area, the target point and the train ahead of it, the emergency braking trigger speed needs to take into account the ceiling EB speed, the target EB speed and the tracking EB speed. The minimum value among the ceiling EB speed, the target EB speed and the tracking EB speed is used as the current EB speed, so that the safety can be ensured.
The speed limit of each road section is set, a road section speed limit curve of the whole road section is obtained, the speed at any position in the ATP protection curve cannot break through the road section speed limit, and the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve do not exceed the road section speed limit curve. Fig. 5 is a schematic diagram of a road section speed limit curve, a ceiling EB speed limit curve, a target EB speed limit curve, a tracking EB speed limit curve, and an ATP protection curve provided by the embodiment of the present invention. The relationship between the road section speed limit curve, the ceiling EB speed limit curve, the target EB speed limit curve, the tracking EB speed limit curve and the ATP protection curve is shown in FIG. 5.
Based on the embodiment, if the road speed limit suddenly rises, the speed of the forward train enters the area with higher speed limit, the speed is continuously increased, and if the current train continues to track according to the target tracking mode of tracking the EB speed limit curve and the target EB speed limit curve, the speed of the tail of the current train exceeds the road speed limit, and at the moment, the speed of the current train is limited through the ceiling EB speed limit curve, so that the speed of the current train cannot exceed the road speed limit.
If the road speed limit is suddenly reduced, the front train enters the road speed limit deceleration area at the moment, but the current train does not drive into the road speed limit deceleration area, if the EB speed limit of the current train is reversely deduced according to the running braking distance of the forward train at the moment, and the obtained result shows that the speed of the current train is higher than the road speed limit when the current train runs to a road speed limit deceleration point. Therefore, the limitation is required according to the road speed limit, so as to ensure that the speed of the current train when the train runs to the road speed limit deceleration area is not higher than the road speed limit.
The train braking device provided by the invention is described below, and the train braking device described below and the train braking method described above can be correspondingly referred to each other.
Fig. 6 is a schematic structural view of a train braking apparatus according to the present invention, and as shown in fig. 6, the apparatus includes:
a determining unit 610, configured to determine an ATP protection curve of a current train, where the ATP protection curve is determined based on a minimum value of a ceiling EB speed limit curve, a target EB speed limit curve, and a tracking EB speed limit curve of the current train, where the EB speed limit curve reflects a correspondence between each position point and an emergency braking trigger speed, an emergency braking trigger speed in the target EB speed limit curve is a trigger speed that reaches a preset target speed when braking from a corresponding position point to a target parking position point, and an emergency braking trigger speed in the tracking EB speed limit curve is a trigger speed that brakes from a corresponding position point to a target parking position point;
and a braking unit 620, configured to control the current train to brake based on the ATP protection curve.
The train braking device provided by the invention determines the ATP protection curve of the current train according to the minimum value in the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve of the current train, controls the current train to brake according to the ATP protection curve of the current train, solves the problem that the traditional fixed marshalling train operation mode cannot flexibly allocate the number of the trains, enables the current train to run according to the minimum tracking interval between the trains, shortens the tracking distance between the trains, improves the traffic volume, reduces the traction energy consumption and realizes energy conservation and emission reduction on the basis of ensuring the train running density.
Based on the above embodiments, the determining unit 610 is configured to:
determining a target stop position point of the current train based on a brake parameter and a brake position point of a forward train of the current train;
determining an emergency braking trigger speed corresponding to the current train from braking of each position point to parking of the target parking position point based on the braking parameters of the current train and the target parking position point;
and determining the tracking EB speed limiting curve based on the emergency braking trigger speed corresponding to the current train from braking of each position point to parking of each target parking position point.
Based on the above embodiments, the determining unit 610 is configured to:
determining the running braking distance of the forward train based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train;
determining a safety envelope length of the forward train based on an accumulated running error in the braking parameters of the forward train;
and determining a target parking position point of the current train based on the running braking distance, the safety envelope length, the train length and the braking position point of the forward train.
Based on the above embodiments, the determining unit 610 is configured to:
if the forward train is in a flat slope or a downhill slope, determining a traveling braking distance of the forward train when the forward train is in the flat slope based on traction delay, coasting delay and braking delay in braking parameters of the forward train;
and if the forward train is on an uphill slope, determining the running braking distance of the forward train when the forward train is on the uphill slope based on the traction delay, the coasting delay and the braking delay in the braking parameters of the forward train.
Based on the above embodiments, the determining unit 610 is configured to:
if the current train is on an uphill slope or a flat slope, determining an emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is on the flat slope based on the safe braking model of the current train and the target stopping position point;
if the current train is in a downhill, determining an emergency braking trigger speed corresponding to the stopping from each position point to the target stopping position point when the current train is in the downhill based on the safe braking model of the current train and the target stopping position point;
the safe braking model is determined based on the braking parameters of the current train.
Based on the above embodiment, the braking parameter and the braking location point of the forward train are transmitted to the current train by the forward train through a train-to-train communication protocol.
Based on the above embodiment, the apparatus further includes a setting unit configured to:
and setting the speed limit of each road section of different road sections to obtain a road section speed limit curve of the whole road section, wherein the ceiling EB speed limit curve, the target EB speed limit curve and the tracking EB speed limit curve do not exceed the road section speed limit curve.
Fig. 7 illustrates a physical structure diagram of an electronic device, and as shown in fig. 7, the electronic device may include: a processor (processor)710, a communication Interface (Communications Interface)720, a memory (memory)730, and a communication bus 740, wherein the processor 710, the communication Interface 720, and the memory 730 communicate with each other via the communication bus 740. Processor 710 may invoke logic instructions in memory 730 to perform a train braking method comprising: determining an ATP protection curve of a current train, wherein the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when the corresponding position point brakes to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point; and controlling the current train to brake based on the ATP protection curve.
In addition, the logic instructions in the memory 730 can be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform a train braking method provided by the above methods, the method comprising: determining an ATP protection curve of a current train, wherein the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when the corresponding position point brakes to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point; and controlling the current train to brake based on the ATP protection curve.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the train braking method provided above, the method comprising: determining an ATP protection curve of a current train, wherein the ATP protection curve is determined based on the minimum value of a ceiling EB speed limit curve, a target EB speed limit curve and a tracking EB speed limit curve of the current train, the EB speed limit curve reflects the corresponding relation between each position point and an emergency braking triggering speed, the emergency braking triggering speed in the target EB speed limit curve is the triggering speed reaching a preset target speed when the corresponding position point brakes to a target parking position point, and the emergency braking triggering speed in the tracking EB speed limit curve is the triggering speed of parking from the corresponding position point to the target parking position point; and controlling the current train to brake based on the ATP protection curve.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
