阅读说明：本技术 列车制动方法、装置、存储介质及电子设备 (Train braking method and device, storage medium and electronic equipment ) 是由 黄赫 左宇辰 宾华佳 熊艳 汤长春 曹晓希 徐蔚中 于 2021-08-31 设计创作，主要内容包括：本发明提供了一种列车制动方法、装置、存储介质及电子设备,涉及列车网络控制技术领域,所述方法包括：当接收到制动指令时,计算所述列车所需的电制动力；获取所述列车中当前可用的DCU；将所述列车所需的电制动力按照预设算法分配给所述当前可用的DCU,获得每个所述DCU所需执行的电制动力；将每个所述DCU所需执行的电制动力发送给对应的DCU,以使每个所述DCU按照与其对应的所需执行的电制动力执行电制动,直至所述列车车速为0。本发明提供的技术方案,能够提高列车制动停车的准确性,从而降低列车欠标或冲标的发生频率。(The invention provides a train braking method, a train braking device, a storage medium and electronic equipment, and relates to the technical field of train network control, wherein the method comprises the following steps: when a braking instruction is received, calculating the electric braking force required by the train; acquiring a currently available DCU in the train; distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm, and obtaining the electric braking force required to be executed by each DCU; and sending the electric braking force required to be executed by each DCU to the corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0. The technical scheme provided by the invention can improve the accuracy of train braking and stopping, thereby reducing the occurrence frequency of train label shortage or label rushing.)

1. A method of braking a train, the method comprising:

when a braking instruction is received, calculating the electric braking force required by the train;

acquiring a currently available DCU in the train;

distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm, and obtaining the electric braking force required to be executed by each DCU;

and sending the electric braking force required to be executed by each DCU to the corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0.

2. The train braking method of claim 1, wherein the braking command comprises: the electric signal value output by the braking device of the train; when a braking instruction is received, calculating the electric braking force required by the train, wherein the method comprises the following steps:

calculating a required braking level of the train based on the electrical signal value;

acquiring the whole train load of the train;

and calculating the electric braking force required by the train based on the braking level required by the train and the whole train load of the train.

3. The train braking method according to claim 2, wherein the electric signal value output by the braking device of the train includes: the voltage value output by a handle of a driver controller of the train; calculating the required braking level of the train using the following expression:

wherein Br is the braking level required by the train; u is a voltage value output by a handle of a driver controller of the train; u shape₀Is the known zero voltage of the handle of the driver controller; u shape_FIs the known full level voltage of the driver controller handle.

4. The train braking method according to claim 2, wherein the electric braking force required for the train is calculated using the following expression:

F_EB＝W×Br

wherein, F_EBAn electric braking force required for the train; w is the whole train load of the train; and Br is the braking level required by the train.

5. The train braking method according to claim 1, wherein the distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm to obtain the electric braking force required to be executed by each DCU comprises:

and averagely distributing the electric braking force required by the train to the currently available DCUs to obtain the electric braking force required to be executed by each DCU.

6. The train braking method according to claim 1, wherein the distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm to obtain the electric braking force required to be executed by each DCU comprises:

acquiring the electric braking force which can be provided by each DCU;

obtaining the total electric braking force which can be provided by each DCU based on the electric braking force which can be provided by the DCU;

and calculating to obtain the electric braking force required to be executed by each DCU based on the electric braking force required by the train, the total electric braking force capable of being provided by the DCU and the electric braking force capable of being provided by each DCU.

7. The train braking method according to claim 6, wherein the electric braking force required to be executed by each DCU is calculated by using the following expression:

wherein f is_ENThe electric braking force required to be executed by each DCU; f_EBAn electric braking force required for the train; f_ABThe total electric braking force provided by the DCU; f. of_NThe electric braking force which can be provided by each DCU.

8. The train braking method according to claim 1, wherein before said distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm and obtaining the electric braking force required to be executed by each of the DCUs, the method further comprises:

acquiring the electric braking force which can be provided by each DCU;

obtaining the total electric braking force which can be provided by each DCU based on the electric braking force which can be provided by the DCU;

judging whether the total electric braking force provided by the DCU is larger than the electric braking force required by the train or not;

and when the total electric braking force provided by the DCU is not greater than the electric braking force required by the train, sending a command for instructing to brake the train by adopting the existing electric pneumatic braking mode.

9. A train braking apparatus, characterized in that the apparatus comprises:

the calculating unit is used for calculating the electric braking force required by the train when a braking instruction is received;

a DCU obtaining unit, configured to obtain a currently available DCU in the train;

the distribution unit is used for distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm and obtaining the electric braking force required to be executed by each DCU;

and the sending unit is used for sending the electric braking force required to be executed by each DCU to the corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0.

10. A storage medium having program code stored thereon, wherein the program code, when executed by a processor, implements a train braking method according to any one of claims 1 to 8.

11. An electronic device, characterized in that the electronic device comprises a memory, a processor, the memory having stored thereon program code executable on the processor, the program code, when executed by the processor, implementing a train braking method according to any one of claims 1 to 8.

Technical Field

The present invention relates to the field of train network control technologies, and in particular, to a train braking method, apparatus, storage medium, and electronic device.

Background

The existing train braking mainly adopts a method of matching electric braking and air braking, namely in the process of train braking, electric braking is firstly applied until the train decelerates to a lower speed, the electric braking quits, and meanwhile, the air braking is applied until the train decelerates to zero.

The existing electric pneumatic braking method causes the accuracy of train braking and stopping to be insufficient, and the lack of marks or mark punching of the train is easily caused, namely the distance between the center line of the train door and the center line of the shield door in a train stopping place is less than or more than 30cm, the shield door can be caused to malfunction, passengers can not get on or off the train, and the train runs at a late point. The root cause of train delimitation or mark conflict is that the electric braking force withdrawing point and the air braking force supplementing point are not accurately matched. In the prior art, various calculation models are adopted to match an electric braking force exit point and an air braking force supplement point, so that the matching precision of the electric braking force exit point and the air braking force supplement point is improved, but the method brings extremely high calculation complexity and generates calculation delay. Meanwhile, the electro-pneumatic braking method needs a plurality of subsystems in the train to be matched with each other, and signal/data transmission among the subsystems causes transmission delay.

However, in all the existing methods for optimizing the cooperation of electro-pneumatic brakes, the method itself cannot be proved to be irrelevant to time delay. Therefore, both the calculation delay and the transmission delay can be reacted on the calculation model, and the expected effect of improving the good matching of the electric braking force exit point and the air braking force supplement point cannot be achieved, so that the problem of under-marking or mark-punching of the train cannot be solved fundamentally.

Disclosure of Invention

In view of the problems in the prior art, the invention provides a train braking method, a train braking device, a storage medium and electronic equipment, which can improve the accuracy of train braking and stopping, thereby reducing the occurrence frequency of train delinquent or mark rushing.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

in a first aspect, an embodiment of the present invention provides a train braking method, where the method includes:

when a braking instruction is received, calculating the electric braking force required by the train;

acquiring a currently available DCU in the train;

distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm, and obtaining the electric braking force required to be executed by each DCU;

and sending the electric braking force required to be executed by each DCU to the corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0.

Preferably, the braking command comprises: the electric signal value output by the braking device of the train; when a braking instruction is received, calculating the electric braking force required by the train, wherein the method comprises the following steps:

calculating a required braking level of the train based on the electrical signal value;

acquiring the whole train load of the train;

and calculating the electric braking force required by the train based on the braking level required by the train and the whole train load of the train.

Preferably, the electric signal value output by the braking device of the train includes: the voltage value output by a handle of a driver controller of the train; calculating the required braking level of the train using the following expression:

wherein Br is the braking level required by the train; u is a voltage value output by a handle of a driver controller of the train; u shape₀Is a known handle of the driver controllerThe zero voltage of (c); u shape_FIs the known full level voltage of the driver controller handle.

Preferably, the electric braking force required by the train is calculated using the following expression:

F_EB＝W×Br

wherein, F_EBAn electric braking force required for the train; w is the whole train load of the train; and Br is the braking level required by the train.

Preferably, the distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm to obtain the electric braking force required to be executed by each DCU comprises:

and averagely distributing the electric braking force required by the train to the currently available DCUs to obtain the electric braking force required to be executed by each DCU.

Preferably, the distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm to obtain the electric braking force required to be executed by each DCU comprises:

acquiring the electric braking force which can be provided by each DCU;

obtaining the total electric braking force which can be provided by each DCU based on the electric braking force which can be provided by the DCU;

and calculating to obtain the electric braking force required to be executed by each DCU based on the electric braking force required by the train, the total electric braking force capable of being provided by the DCU and the electric braking force capable of being provided by each DCU.

Preferably, the electric braking force required to be executed by each DCU is calculated by adopting the following expression:

wherein f is_ENThe electric braking force required to be executed by each DCU; f_EBAn electric braking force required for the train; f_ABThe total electric braking force provided by the DCU; f. of_NThe electric braking force which can be provided by each DCU.

Further, before the distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm and obtaining the electric braking force required to be executed by each DCU, the method further comprises:

acquiring the electric braking force which can be provided by each DCU;

obtaining the total electric braking force which can be provided by each DCU based on the electric braking force which can be provided by the DCU;

judging whether the total electric braking force provided by the DCU is larger than the electric braking force required by the train or not;

and when the total electric braking force provided by the DCU is not greater than the electric braking force required by the train, sending a command for instructing to brake the train by adopting the existing electric pneumatic braking mode.

In a second aspect, an embodiment of the present invention provides a train braking device, including:

the calculating unit is used for calculating the electric braking force required by the train when a braking instruction is received;

a DCU obtaining unit, configured to obtain a currently available DCU in the train;

the distribution unit is used for distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm and obtaining the electric braking force required to be executed by each DCU;

and the sending unit is used for sending the electric braking force required to be executed by each DCU to the corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0.

In a third aspect, an embodiment of the present invention provides a storage medium, where a program code is stored, and when the program code is executed by a processor, the method for braking a train as described in any one of the above embodiments is implemented.

In a fourth aspect, an embodiment of the present invention provides an electronic device, which includes a memory and a processor, where the memory stores program codes executable on the processor, and when the program codes are executed by the processor, the electronic device implements a train braking method as described in any one of the above embodiments.

According to the train braking method, the train braking device, the train braking storage medium and the electronic equipment, when a braking instruction is received, the electric braking force required by a train is calculated, the electric braking force required by the train is distributed to the currently available DCUs according to a preset algorithm, the electric braking force required to be executed by each DCU is obtained, and then each DCU executes electric braking according to the electric braking force required to be executed corresponding to each DCU until the train speed is 0. Therefore, according to the technical scheme provided by the invention, the pure electric brake parking is executed only through the DCU without being matched with the air brake, the number of subsystems which need to be matched with each other in the train braking process is reduced, and a complex calculation model is not needed to calculate the electric brake exit point and the air brake supplement point, namely the transmission delay and the calculation delay in the train braking process are reduced, so that the more accurate parking effect is achieved. Therefore, the technical scheme provided by the invention can improve the accuracy of train braking and stopping, thereby reducing the occurrence frequency of train mark shortage or mark rush.

Drawings

The scope of the present disclosure will be better understood from the following detailed description of exemplary embodiments, which is to be read in connection with the accompanying drawings. Wherein the included drawings are:

FIG. 1 is a first flowchart of a method according to an embodiment of the present invention;

FIG. 2 is a flowchart of a second method of an embodiment of the present invention;

FIG. 3 is a first block diagram of an apparatus according to an embodiment of the present invention;

FIG. 4 is a second block diagram of an apparatus according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the following will describe in detail an implementation method of the present invention with reference to the accompanying drawings and embodiments, so that how to apply technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore the scope of the present invention is not limited by the specific embodiments disclosed below.

Example one

According to an embodiment of the present invention, there is provided a train braking method applied to a train system including: a Train Control and Management System (TCMS), a core gateway module of the TCMS, an Automatic Train Control (ATC), a Brake Control Unit (BCU), a traction Control Unit (DCU), and the like.

The TCMS is used as a train control and management system and mainly comprises three functions, namely: control functions, monitoring and statistical functions, diagnostic and recording functions. Wherein, the traction braking instruction is a hard line instruction collected by the TCMS and sent to the DCU of the BCU, so that the TCMS participates in the traction braking control of the train; the DCU is used as a traction control unit and mainly realizes the traction function and the electric braking function of the train; the BCU is used as a brake control unit of the train and mainly realizes the brake function of the train. In conventional train control, the braking process of a train requires that a DCU and a BCU cooperate with each other: when the TCMS acquires an effective braking instruction, the DCU and the BCU are sent out braking instructions, the DCU applies electric braking at a higher speed until the train decelerates to a lower speed, at the moment, the DCU quits the electric braking, and the BCU applies air braking until the train decelerates to zero. The ATC is used as an automatic train control system and is responsible for the precise stop control of the train during the main line operation of the train, namely, the basic source of the traction braking instruction is the ATC during the main line operation.

In the prior art, the electric-pneumatic braking is generally controlled in a combined manner by adopting a method of calculating the speed of an electric braking exit point and comparing a threshold value, and a method of controlling the train parking by adopting pure electric braking is not involved. Considering that the sum of the electric braking capacities of the currently available DCUs in the train (namely, the total electric braking force provided by the currently available DCUs) is actually larger than the actual electric braking force required by the train under the normal condition, the invention only adopts the electric braking force of the traction control unit DCU to carry out the stop control on the train. The TCMS acquires a braking level and a whole vehicle load required by the train, and calculates the electric braking force required by the train through the braking level and the whole vehicle load; secondly, the TCMS acquires the available number of the DCUs of the traction control unit, calculates the electric braking force distributed to each DCU according to the electric braking force required by the train and the number of the currently available DCUs, and obtains the electric braking force required to be executed by each DCU; finally, the TCMS sends the electric braking force required to be executed by each available DCU to the corresponding DCU respectively, so that each available DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0, air braking is not required to be matched in the whole process, complicated electric braking force exit speed point calculation or comparison is not required, and the train is stopped only through electric braking.

When pure electric braking parking is carried out, transmission signal coordination among subsystems of a train is reduced in consideration of transmission time delay, and air brake application of a BCU is not needed only through coordination among the TCMS, the DCU and the ATC; considering from the calculation time delay, a complex calculation model is not needed, and an electric braking force exit point and an air braking force supplement point are not needed to be calculated; therefore, the braking process of train stopping is simplified, the accuracy of train braking stopping is improved, and the occurrence frequency of train label shortage or label rushing is reduced.

In order to further improve the accuracy and reliability of train parking, the invention also considers the condition that the electric braking force of the DCU is lost, compares the electric braking force required by the train with the total electric braking force provided by the currently available DCU, and performs pure electric braking parking control if the total electric braking force provided by the currently available DCU is greater than the electric braking force required by the train, otherwise performs electric-air braking cooperative parking according to the traditional mode.

As shown in fig. 1, the method according to the embodiment of the present invention includes:

step S101, when a braking instruction is received, calculating the electric braking force required by the train;

the existing urban rail transit train comprises a trailer and a motor train, in the embodiment, a core gateway module of the TCMS is installed in the trailer, a DCU is installed in the motor train, and a BCU is installed in each carriage. The DCU can calculate the electric braking capacity and the traction capacity of the DCU and feed back the electric braking capacity and the traction capacity to the TCMS; the BCU can collect the train load through a load sensor and feed back the train load to the TCMS; in addition, both the DCU and the BCU can carry out fault diagnosis on the DCU and the BCU and feed back the fault diagnosis to the TCMS.

In this embodiment, when the train adopts the automatic driving mode for carrying passengers, the braking instruction is sent by the ATC in the train system; when the train adopts a manual driving mode to carry out passenger carrying operation, the braking instruction is sent out by a driver operating the braking handle. The TCMS receives the braking command and calculates the electric braking force required by the train.

Specifically, when the ATC sends a braking instruction or a driver operates a handle to trigger train braking, an analog quantity acquisition module preset in a train system acquires an electric signal value output by a braking device, wherein the electric signal value may be a voltage value or a current value output by a handle of a driver controller or other electric signal values. And the electric signal value is contained in the braking command and is sent to the TCMS, namely the braking command acquired by the TCMS comprises the electric signal value output by the braking device of the train. Then, when a braking instruction is received in step S101, calculating the electric braking force required by the train includes: calculating a required braking level of the train based on the electrical signal value; acquiring the whole train load of the train; and calculating the electric braking force required by the train based on the braking level required by the train and the whole train load of the train.

Taking the electric signal value as the voltage value as an example, that is, in this embodiment, the electric signal value output by the train braking device includes: the voltage value output by the handle of the driver controller of the train is calculated by adopting the following expression:

wherein Br is the braking level required by the train; u is a voltage value output by a handle of a driver controller of the train; u shape₀Is the known zero voltage of the handle of the driver controller; u shape_FIs the known full level voltage of the driver controller handle. The TCMS converts the collected voltage value U output by the handle of the driver controller into a brake level Br in the calculation mode.

In this embodiment, a load sensor is installed in each carriage of the train to collect the load of each carriage and feed the load back to the TCMS, and the TCMS adds the load of each carriage to obtain the load of the whole train:

W＝W₁+W₂+…+W_M

wherein M is the train grouping number, namely the number of train carriages; w_MThe load of the Mth carriage; and W is the whole train load of the train.

In this embodiment, the electric braking force required by the train is calculated by specifically using the following expression:

F_EB＝W×Br

wherein, F_EBAn electric braking force required for the train; w is the whole train load of the train; and Br is the braking level required by the train.

In addition, when the TCMS receives the braking instruction, the electric braking force required by the train is calculated, the braking instruction is sent to the BCU and the DCU, and meanwhile, whether the total electric braking force provided by the currently available DCU is larger than the electric braking force required by the train or not is judged. And if the total electric braking force which can be provided by the currently available DCU is larger than the electric braking force required by the train, sending the electric braking stop flag bit to the DCU and the BCU, and informing the BCU that air braking is not required to be applied.

Step S102, acquiring a currently available DCU in the train;

in this embodiment, the TCMS acquires the DCU currently available in the train. Each DCU in the train can feed back whether the DCU is available and the electric braking force provided by the DCU to the TCMS, and the TCMS can add the electric braking force provided by each available DCU to obtain the total electric braking force provided by the currently available DCU.

The currently available DCU described in this embodiment refers to a DCU that can currently operate normally. When a DCU has physical fault or communication fault or is cut off, the DCU can feed back the state of the DCU to the TCMS in time. Alternatively, the TCMS may determine whether a DCU is available through a hardwire signal between the TCMS and each DCU, and when a DCU fails or is removed, there is no hardwire signal between the DCU and the TCMS.

In practical application, the DCU carries out fault diagnosis on the DCU, and once the DCU fails, the DCU is fed back to the TCMS through the MVB network, or once a DCU communication signal does not normally jump any more, the TCMS judges that the DCU is unavailable; in addition, once the driver performs the cutting operation on the DCU, the DCU also feeds back the cutting state to the TCMS through the MVB network (or the ethernet network), and the TCMS also judges that the DCU is not available after receiving that the DCU is cut.

That is, in this embodiment, the TCMS may acquire the currently available DCU in the train through the MVB network (or ethernet network), specifically including: the number of currently available DCUs, the identity of each DCU, etc.

Step S103, distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm, and obtaining the electric braking force required to be executed by each DCU;

in this embodiment, the TCMS performs the above-mentioned distribution operation, and the electric braking force required by the train can be distributed in the following two ways:

the first way is to equally distribute the electric braking force required by the train to the currently available DCUs, and obtain the electric braking force required to be executed by each DCU.

For example, the electric braking force required by the train is 100KN, 5 DCUs are currently available, and the electric braking force required to be executed by each DCU is 20 KN.

In the second way, the electric braking force required by the train is proportionally distributed to the currently available DCUs, and the electric braking force required to be executed by each DCU is obtained. Specifically, the electric braking force which can be provided by each DCU is obtained; obtaining the total electric braking force which can be provided by each DCU based on the electric braking force which can be provided by the DCU; and calculating to obtain the electric braking force required to be executed by each DCU based on the electric braking force required by the train, the total electric braking force capable of being provided by the DCU and the electric braking force capable of being provided by each DCU.

The present embodiment preferably uses the second method to calculate the electric braking force required to be executed by each DCU, so that the distribution process is more reasonable and accurate, and thus a more accurate braking and stopping effect is obtained.

In this embodiment, the following expression is specifically adopted to calculate and obtain the electric braking force required to be executed by each DCU:

wherein f is_ENThe electric braking force required to be executed by each DCU; f_EBAn electric braking force required for the train; f_ABThe total electric braking force provided by the DCU; f. of_NThe electric braking force which can be provided by each DCU.

For example, if the electric braking force required by the train is 45KN, the number of available DCUs is 3 at present, the electric braking force that can be provided by the DCU1 is 20KN, the electric braking force that can be provided by the DCU2 is 30KN, and the electric braking force that can be provided by the DCU3 is 15KN, then according to the above method, the actual electric braking force that is distributed to the DCU1 (i.e., the electric braking force that needs to be executed by the DCU 1) is 10KN, the actual electric braking force that is distributed to the DCU2 (i.e., the electric braking force that needs to be executed by the DCU 2) is 15KN, and the actual electric braking force that is distributed to the DCU3 (i.e., the electric braking force that needs to be executed by the DCU 3) is 20 KN.

And step S104, sending the electric braking force required to be executed by each DCU to the corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the corresponding DCU until the train speed is 0.

In this embodiment, the electrical braking force required to be performed by each available DCU is sent by the TCMS to the corresponding DCU.

In order to further improve the reliability and accuracy of parking, before distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm and obtaining the electric braking force required to be executed by each DCU, the method of this embodiment further includes: acquiring the electric braking force which can be provided by each DCU; obtaining the total electric braking force which can be provided by each DCU based on the electric braking force which can be provided by the DCU; judging whether the total electric braking force provided by the DCU is larger than the electric braking force required by the train or not; and when the total electric braking force provided by the DCU is not greater than the electric braking force required by the train, sending a command for instructing to brake the train by adopting the existing electric pneumatic braking mode. Namely, the train is still controlled to stop in a traditional electric-pneumatic brake matching mode.

Specifically, the total electric braking force that can be provided by the DCU is calculated using the following expression, wherein the DCU refers to a currently available DCU:

F_AB＝f₁+f₂+…+f_N

wherein, F_ABThe total electric braking force provided by the DCU, namely the total electric braking force provided by the currently available DCU; n is the Nth available DCU; f. of_NThe electric braking force that can be provided by the nth available DCU.

The following describes the implementation process of this embodiment in detail by taking an actual braking process as an example:

as shown in fig. 2, the train braking method provided in this embodiment includes:

step one, the TCMS receives an effective braking instruction;

the effective braking command is issued by the ATC in the train system based on the automatic driving mode or by the brake handle based on the manual driving mode.

Step two, the TCMS calculates the electric braking force required by the train;

in this embodiment, the electric braking force required by the train is calculated based on the braking level required by the train and the entire load of the train.

Specifically, the following expression is used to calculate the required brake level of the train:

wherein Br is the braking level required by the train; u is a voltage value output by a handle of a driver controller of the train; u shape₀Is the known zero voltage of the handle of the driver controller; u shape_FIs the known full level voltage of the driver controller handle.

Calculating the load of the whole train by adopting the following expression:

W＝W₁+W₂+…+W_M

wherein M is the train grouping number, namely the number of train carriages; w_MThe load of the Mth carriage; and W is the whole train load of the train.

Calculating the electric braking force required by the train by adopting the following expression:

F_EB＝W×Br

wherein, F_EBAn electric braking force required for the train; w is the whole train load of the train; and Br is the braking level required by the train.

Step three, the TCMS calculates the total electric braking force which can be provided by the currently available DCU;

in this embodiment, the total electric braking force that can be provided by the currently available DCU is calculated using the following expression:

F_AB＝f₁+f₂+…+f_N

wherein, F_ABThe total electric braking force provided by the DCU, namely the total electric braking force provided by the currently available DCU; n is the Nth available DCU; f. of_NThe electric braking force that can be provided by the nth available DCU.

Step four, the TCMS judges the total electric braking force F provided by the currently available DCU_ABWhether or not it is greater than the electric braking force F required by the train_EB(ii) a If F_AB>F_EBEntering the step five; otherwise, entering step ten;

step five, the TCMS judges that the electric brake parking is effective, sends an electric brake parking instruction EB0 to the BCU and the DCU, informs the BCU that air brake is not required to be applied, informs the DCU to enter an electric brake parking mode, and prepares for electric brake force application;

step six, the TCMS distributes the electric braking force required by the train to the currently available DCUs in proportion to obtain the electric braking force required to be executed by each DCU, and sends the electric braking force required to be executed by each DCU to the corresponding DCU;

specifically, the electric braking force required to be executed by each DCU is calculated using the following expression:

wherein f is_ENThe electric braking force required to be executed by each DCU; f_EBAn electric braking force required for the train; f_ABThe total electric braking force provided by the DCU; f. of_NThe electric braking force which can be provided by each DCU.

Step seven, each available DCU receives the electric braking force sent by the TCMS, and executes electric braking according to the electric braking force required to be executed corresponding to the DCU until the speed of the train is 0;

step eight, once the TCMS collects a signal that the train speed is 0, the electric brake stopping instruction EB0 is cancelled, all available DCUs are informed, the electric brake stopping mode is finished, and electric brake force application is not needed;

step nine, the DCU receives an electric brake parking cancellation command and does not apply electric braking force any more;

step ten, braking the train by adopting the existing electric-pneumatic braking mode.

According to the train braking method provided by the embodiment of the invention, when a braking instruction is received, the electric braking force required by a train is calculated, the electric braking force required by the train is distributed to the currently available DCUs according to a preset algorithm, the electric braking force required to be executed by each DCU is obtained, and further each DCU executes electric braking according to the electric braking force required to be executed corresponding to each DCU until the train speed is 0. Therefore, according to the technical scheme provided by the invention, the pure electric brake parking is executed only through the DCU without being matched with the air brake, the number of subsystems which need to be matched with each other in the train braking process is reduced, and a complex calculation model is not needed to calculate the electric brake exit point and the air brake supplement point, namely the transmission delay and the calculation delay in the train braking process are reduced, so that the more accurate parking effect is achieved. Therefore, the technical scheme provided by the invention can improve the accuracy of train braking and stopping, thereby reducing the occurrence frequency of train mark shortage or mark rush.

Example two

Correspondingly to the above method embodiment, the present invention further provides a train braking device, as shown in fig. 3, the device includes:

a calculating unit 201, configured to calculate an electric braking force required by the train when a braking instruction is received;

a DCU obtaining unit 202, configured to obtain a currently available DCU in the train;

the distribution unit 203 is used for distributing the electric braking force required by the train to the currently available DCUs according to a preset algorithm, and obtaining the electric braking force required to be executed by each DCU;

and a sending unit 204, configured to send the electric braking force required to be executed by each DCU to a corresponding DCU, so that each DCU executes electric braking according to the electric braking force required to be executed by the DCU corresponding to the DCU until the train speed is 0.

In this embodiment, the braking instruction includes: the electric signal value output by the braking device of the train; the calculation unit 201 includes:

the first calculating subunit is used for calculating the braking level required by the train based on the electric signal value;

the whole train load obtaining unit is used for obtaining the whole train load of the train;

and the second calculating subunit is used for calculating the electric braking force required by the train based on the braking level required by the train and the whole train load of the train.

In this embodiment, the electric signal value output by the train braking device includes: the voltage value output by a handle of a driver controller of the train; the first calculating subunit calculates the required braking level of the train by adopting the following expression:

wherein Br is the braking level required by the train; u is a voltage value output by a handle of a driver controller of the train; u shape₀Is the known zero voltage of the handle of the driver controller; u shape_FIs the known full level voltage of the driver controller handle.

In this embodiment, the second calculating subunit calculates the electric braking force required by the train by using the following expression:

F_EB＝W×Br

wherein, F_EBAn electric braking force required for the train; w is the whole train load of the train; and Br is the braking level required by the train.

In this embodiment, the allocating unit 203 includes:

and the average distribution unit is used for averagely distributing the electric braking force required by the train to the currently available DCUs to obtain the electric braking force required to be executed by each DCU.

In this embodiment, the allocating unit 203 may further include:

the acquiring subunit is used for acquiring the electric braking force which can be provided by each DCU;

a total electric braking force obtaining unit, configured to obtain a total electric braking force that can be provided by each DCU based on the electric braking force that can be provided by the DCU;

and the third calculating subunit is used for calculating and obtaining the electric braking force required to be executed by each DCU based on the electric braking force required by the train, the total electric braking force capable of being provided by the DCU and the electric braking force capable of being provided by each DCU.

In this embodiment, the third calculating subunit calculates and obtains the electric braking force required to be executed by each DCU by using the following expression:

wherein f is_ENThe electric braking force required to be executed by each DCU; f_EBAn electric braking force required for the train; f_ABThe total electric braking force provided by the DCU; f. of_NThe electric braking force which can be provided by each DCU.

In this embodiment, before the electric braking force required by the train is distributed to the currently available DCUs according to a preset algorithm and the electric braking force required to be executed by each DCU is obtained, the obtaining subunit obtains the electric braking force that each DCU can provide; the total electric braking force obtaining unit obtains the total electric braking force which can be provided by the DCU based on the electric braking force which can be provided by each DCU. Further, as shown in fig. 4, the apparatus according to this embodiment further includes:

a judging unit 205, configured to judge whether a total electric braking force that can be provided by the DCU is greater than an electric braking force required by the train;

the sending unit 204 is further configured to send a command instructing braking of the train by using an existing electro-pneumatic braking manner when the total electric braking force that can be provided by the DCU is not greater than the electric braking force required by the train.

The details of the working principle, the working flow and the like of the device related to the specific embodiments can be referred to the specific embodiments of the train braking method provided by the invention, and the details of the same technical contents are not described herein.

According to the train braking device provided by the embodiment of the invention, when a braking instruction is received, the electric braking force required by a train is calculated, the electric braking force required by the train is distributed to the currently available DCUs according to a preset algorithm, the electric braking force required to be executed by each DCU is obtained, and further each DCU executes electric braking according to the electric braking force required to be executed corresponding to each DCU until the train speed is 0. Therefore, according to the technical scheme provided by the invention, the pure electric brake parking is executed only through the DCU without being matched with the air brake, the number of subsystems which need to be matched with each other in the train braking process is reduced, and a complex calculation model is not needed to calculate the electric brake exit point and the air brake supplement point, namely the transmission delay and the calculation delay in the train braking process are reduced, so that the more accurate parking effect is achieved. Therefore, the technical scheme provided by the invention can improve the accuracy of train braking and stopping, thereby reducing the occurrence frequency of train mark shortage or mark rush.

EXAMPLE III

According to an embodiment of the present invention, there is also provided a storage medium having stored thereon program code which, when executed by a processor, implements a train braking method as in any one of the above embodiments.

Example four

According to an embodiment of the present invention, there is also provided an electronic device, including a memory and a processor, where the memory stores program codes executable on the processor, and when the program codes are executed by the processor, the electronic device implements the train braking method according to any one of the above embodiments.

According to the train braking method, the train braking device, the train braking storage medium and the electronic equipment, when a braking instruction is received, the electric braking force required by a train is calculated, the electric braking force required by the train is distributed to the currently available DCUs according to a preset algorithm, the electric braking force required to be executed by each DCU is obtained, and then each DCU executes electric braking according to the electric braking force required to be executed corresponding to each DCU until the train speed is 0. Therefore, according to the technical scheme provided by the invention, the pure electric brake parking is executed only through the DCU without being matched with the air brake, the number of subsystems which need to be matched with each other in the train braking process is reduced, and a complex calculation model is not needed to calculate the electric brake exit point and the air brake supplement point, namely the transmission delay and the calculation delay in the train braking process are reduced, so that the more accurate parking effect is achieved. Therefore, the technical scheme provided by the invention can improve the accuracy of train braking and stopping, thereby reducing the occurrence frequency of train mark shortage or mark rush.

In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, a division of a unit is merely a logical division, and an actual implementation may have another division, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed.

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 units can be selected according to actual needs to achieve the purpose of the solution of the embodiment of the present invention.

In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention essentially or partially contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing an electronic 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.

Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.