CN107757584A - A kind of brake control method, two-shipper multi-locomotive brakes and braking method - Google Patents

A kind of brake control method, two-shipper multi-locomotive brakes and braking method Download PDF

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Publication number
CN107757584A
CN107757584A CN201710915830.0A CN201710915830A CN107757584A CN 107757584 A CN107757584 A CN 107757584A CN 201710915830 A CN201710915830 A CN 201710915830A CN 107757584 A CN107757584 A CN 107757584A
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control
locomotive
fuzzy
wheel
control unit
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CN107757584B (en
Inventor
张晓勇
熊宇峰
黄志武
蒋富
李烁
高凯
杨迎泽
彭军
刘伟荣
于文涛
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Central South University
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Central South University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention discloses a kind of brake control method, two-shipper multi-locomotive brakes and braking method, wherein, brake control method includes：Step 1：Obtain the speed parameter of locomotive, step 2：The input quantity e of sliding-mode surface, step 3 are calculated using the speed parameter of step 1：According to the input quantity e of step 2, the equivalent control amount U of sliding formwork control is calculated with reference to system sliding formwork control principle and locomotive dynamics principleeq, by the input quantity e of step 2, fuzzy control quantity U is obtained with reference to the switching function and fuzzy controller of system sliding-mode surfaceF, according to the equivalent control amount U of step 3eqWith the fuzzy control quantity U of step 4FCalculate braking moment Tb, pass through braking moment TbRealize control for brake.Sliding formwork control and fuzzy control are combined by the present invention using the above method, are overcome system model inaccurately and the influence of disturbance while are eliminated and shake and approach uncertain system so that the slip rate of locomotive is maintained at optimal slip ratio annex, raising braking effect.

Description

A kind of brake control method, two-shipper multi-locomotive brakes and braking method
Technical field
The present invention relates to railway traffic technical field, more particularly to a kind of brake control method, two-shipper multi-locomotive to brake System and braking method.
Background technology
With the development of China's electric railway, the continuous renewal of rolling stock project, railway signal intelligence degree is got over Come it is higher, in railway transport course to locomotive actual motion condition require higher, the stability of the critical component such as brake Directly affect the development of train operation technology and personal cargo security.It is defeated according to the control of control system under locomotive actual conditions Going out has delay, and the measurement of system mode has error, and control output has mechanical restriction.Caused by discontinuous switching characteristic " shake " of system, causing existing locomotive brake gear, braking effect is bad in braking.
The content of the invention
During existing locomotive brake, cause locomotive brake is ineffective to ask due to the jitter problem of system Topic, the present invention provide a kind of brake control method, two-shipper multi-locomotive brakes and braking method, with reference to synovial membrane control and mould Paste control, the braking effect of brake control process is improved, eliminates system " shake ".
In a first aspect, the present invention provides a kind of brake control method, including：
Step 1：Obtain the speed parameter of locomotive；
Wherein, when detecting that locomotive braking system is unstable, gather the change curve of locomotive wheel speeds and calculate Speed parameter, the speed parameter include the reference speed of vehicle bodyActual relative velocity σ, the optimal slip ratio of vehicle body and wheel λd；
Step 2：The input quantity e of sliding-mode surface is calculated using the speed parameter of step 1；
First, according to the reference speed of vehicle bodyAnd optimal slip ratio λdIt is relative with the reference of wheel fast to calculate vehicle body Spend σd；
Then, the reference relative velocity σ of vehicle body and wheel is calculateddPoor with the actual relative velocity σ of vehicle body and wheel obtains To the deviation of vehicle body and the relative velocity of wheel；
The deviation of the relative velocity of the vehicle body and wheel is the input quantity e of sliding-mode surface；
Step 3：According to the input quantity e of step 2, cunning is calculated with reference to system sliding formwork control principle and locomotive dynamics principle The equivalent control amount U of mould controleq；
Step 4：By the input quantity e of step 2, obscured with reference to the switching function and fuzzy controller of system sliding-mode surface Controlled quentity controlled variable UF；
First, using the input quantity e of step 2 as obtaining switching function value s after the switching function for substituting into sliding-mode surface and cut The differential of exchange the letters numerical value
Then, by switching function value s and the differential of switching function valueMould is obtained as input value input fuzzy controller Paste controlled quentity controlled variable UF；
Step 5：According to the equivalent control amount U of step 3eqWith the fuzzy control quantity U of step 4FCalculate braking moment Tb, lead to Cross the braking moment TbRealize control for brake.
Obtain speed parameter process be：First counted according to the change curve of locomotive wheel speeds using existing method first Calculate the reference speed of vehicle bodyThen the reference speed using existing method according to vehicle bodyAnd locomotive wheel speeds Change curve calculates the actual relative velocity σ of optimal slip ratio and vehicle body and wheel.
Braking moment TbIt is the wheel braking moment for whole locomotive system, and for locomotive air brakes, its Air pressure can be considered stable pressure source for brakes, in the case where brake system structure and voltage regulating mode determine, Wheel braking moment Tb(t) generally directly proportional to wheel cylinder brake pressure P (t), its relation is as follows：Tb(t)=KP (t), wherein being Number K are braking moment coefficient, therefore are drawn after braking moment by being operated to wheel cylinder as such as filled wind, pressurize or air draft, To control brake-cylinder pressure, the control for brake of locomotive wheel is realized.
Judge whether locomotive braking system is stable specifically according to fortune of the Sliding Mode Variable Structure System on sliding-mode surface excessively Move to judge.The control output of Sliding Mode Variable Structure System has delay, and the measurement of system mode has error, and control output has Mechanical restriction.When detecting that system is unstable, collection speed parameter obtains locomotive by the method for above-mentioned steps 1- steps 5 Braking moment is braked to realize, i.e., carries out summation to equivalent controlled quentity controlled variable and fuzzy control quantity and draw braking moment, wherein Fuzzy Control Amount processed is the differential by switching function value s and switching function valueFuzzy processing is carried out, makes its input with fuzzy controller Match, and then corresponding fuzzy output can be obtained in input fuzzy rule base, anti fuzzy method processing is carried out to fuzzy output After can obtain accurate fuzzy control quantity.And when the system that detects is stable, gathered data calculates equivalent control amount, foundation Equivalent control amount UeqTo realize the control for brake to locomotive.The braking control to locomotive wheel is realized only with sliding formwork control System.
Preferably, the process of the fuzzy controller in construction step 4 is as follows：
Step 21：The structure of fuzzy controller is selected, and sets fuzzy set；
After the switching function discretization of system sliding-mode surface, select with switching function value s centrifugal pump s (k) and switching The differential of functional valueInputs of the centrifugal pump ds (k) as fuzzy controller, output quantity UF(k), the input of structure two and an output Structure of fuzzy controller；
Set fuzzy set as：PB=is honest, and PM=centers, PS=is just small, ZE=zero, NS=bear it is small, during NM=is negative, NB= It is negative big；
Step 22：The fuzzy set setting switching function value s set according to step 21 centrifugal pump s (k), switching function value DifferentialCentrifugal pump ds (k) and output quantity UF(k) Linguistic Value and domain；
Step 23：Fuzzy control strategy is obtained according to the physical characteristic of locomotive brake control system；
The fuzzy control strategy is：As s (k) ＞ 0, ds (k) ＞ 0, UF(k) it is a honest controlled quentity controlled variable；As s (k) When ＞ 0, ds (k)=0, UF(k) it is a just small controlled quentity controlled variable；As s (k) ＞ 0, ds (k) ＜ 0, UF(k) it is a just small control Amount or zero controlled quentity controlled variable；As s (k)=0, ds (k) ＞ 0, UF(k) it is a just small controlled quentity controlled variable；When s (k)=0, ds (k)=0 When, UF(k) it is zero controlled quentity controlled variable；As s (k)=0, ds (k) ＜ 0, UF(k) it is a negative small controlled quentity controlled variable；As s (k) ＜ 0, ds (k) during ＞ 0, UF(k) it is negative small a controlled quentity controlled variable or zero controlled quentity controlled variable；As s (k) ＜ 0, ds (k)=0, UF(k) it is negative small for Controlled quentity controlled variable；
Step 24：According to the fuzzy control strategy described in above-mentioned steps 23, domain is obscured with reference to controlled quentity controlled variable, obtains step 21 The fuzzy control rule table of the fuzzy controller of identified structure.
Wherein, structure fuzzy controller needs first to set structure, the fuzzy set of fuzzy controller, then also wants fuzzy control The fuzzy control rule table of device.After obtaining the fuzzy control rule table of the fuzzy controller of determination fuzzy structure, according to Fuzzy Control The input quantity and fuzzy control rule table of device processed can obtain the output quantity U of fuzzy controllerF(k), to the output quantity UF (k) the fuzzy control quantity U of the fuzzy controller is obtained after carrying out anti fuzzy method processingF。
The process for obtaining accurate fuzzy control quantity is：After s (k) and ds (k) input controllers, first need to s (k) Fuzzy processing is carried out with ds (k), so that the input with fuzzy controller matches；After s (k) and ds (k) blurrings, mould is inputted Paste rule base can be obtained by corresponding fuzzy output, and fuzzy output is carried out to can be obtained by accurately after anti fuzzy method Controlled quentity controlled variable UF, it is preferred to use weighted average method carries out fuzzy judgment to the output quantity of fuzzy controller, is accurately obscured Controlled quentity controlled variable.Sliding formwork control and fuzzy control are combined, the fuzzy controller that design introduces sliding formwork eliminates the shake of system.
Preferably, centrifugal pump s (k), the differential of switching function value of the switching function value sCentrifugal pump ds (k) and Output quantity UF(k) Linguistic Value and domain setting is as follows：
S (k)={ NB, NM, NS, ZE, PS, PM, PB }；
Ds (k)={ NB, NM, NS, ZE, PS, PM, PB }；
UF(k)={ NB, NM, NS, ZE, PS, PM, PB }；
S (k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
Ds (k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
UF(k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
Wherein, s (k) represents the switching function value at k moment, and ds (k) represents the differential of the switching function value at k moment, UF(k) Represent the centrifugal pump of the output quantity at k moment.
Preferably, the setting of the switching function of the sliding-mode surface is as follows：
Wherein, ρ is the parameter of a positive definite, and t represents the time.
When building fuzzy controller, sliding-mode surface equation discretization was obtained within the T sampling times, kth moment sliding-mode surface Expression formula is as follows：
Wherein, s (k) represents the switching function value at k moment, and e (k) represents the input quantity at k moment, and e (i) is the discrete of e (t) Value；
In addition, e (k)=σd(k)-σ (k), σ (k)=λ v (k)=v (k)-rw (k), ds (k)=e (k)-(1- ρ) e (k- 1)；
Wherein, σd(k) in the reference relative velocity of kth moment vehicle body and wheel, σ (k) is in kth moment vehicle body and car The actual relative velocity of wheel, λ are slip rate, and v (k) is the speed in kth moment vehicle body, w (k) be in kth moment vehicle wheel rotational speed, E (k-1) is the deviation of the input quantity, the i.e. relative velocity of the moment of kth -1 vehicle body and wheel at the moment of kth -1.
Understood based on above-mentioned formula and for the Physical Characteristic Analysis of locomotive brake control system, in existing equivalent control System output is UeqIn the case of, work as UF(k) increase, w (k) reduces, and σ (k) increases, e (k) is reduced to negative value, and ds (k) is reduced to bear Value, while s (k) also reduces；Under identical primary condition, work as UF(k) when reducing, e (k) is increased on the occasion of similarly ds (k) increases For on the occasion of while s (k) also increases.Therefore, fuzzy control strategy is obtained such as according to the physical characteristic of locomotive brake control system Under：
(1) as s (k) ＞ 0, ds (k) ＞ 0, in order to reduce s (k) and ds (k), UF(k) need to export a honest control Amount processed；
(2) as s (k) ＞ 0, ds (k)=0, now s (k) trend is constant, but in order to reduce s (k), UF(k) need Export a just small controlled quentity controlled variable；
(3) as s (k) ＞ 0, ds (k) ＜ 0, now s (k) trend is to reduce, therefore positive UF(k) just small controlled quentity controlled variable is exported Or zero controlled quentity controlled variable；
(4) as s (k)=0, ds (k) ＞ 0, although now s (k) is zero, its trend is increase, this in order to offset Trend, UF(k) need to export a just small controlled quentity controlled variable；
(5) as s (k)=0, ds (k)=0, now system is stable, in order to keep s (k) and ds (k), UF(k) zero is exported Controlled quentity controlled variable.
(6) as s (k)=0, ds (k) ＜ 0, although now s (k) is zero, its trend be reduce, in order to offset it is this become Gesture, UF(k) the negative small controlled quentity controlled variable of output one is needed；
(7) as s (k) ＜ 0, ds (k) ＞ 0, now s (k) trend is increase, therefore UF(k) export bear small controlled quentity controlled variable or The controlled quentity controlled variable of person zero；
(8) as s (k) ＜ 0, ds (k)=0, now s (k) trend is constant, in order to increase s (k), therefore UF(k) need The negative small controlled quentity controlled variable of output；
(9) as s (k) ＜ 0, ds (k) ＜ 0, in order to increase s (k) and ds (k), UF(k) the negative big control of output one is needed Amount processed；
Analyzed according to above-mentioned fuzzy control strategy, obscure domain with reference to controlled quentity controlled variable, obtain fuzzy control rule table, such as table 1 It is shown：
Table 1
Preferably, the equivalent control amount U of the sliding formwork controleqCalculation formula it is as follows：
Equivalent control amount U is obtained with reference to system sliding formwork control principle and locomotive dynamics principleeqThe following institute of calculation formula Show：
In formula, J is single wheel inertia, and r is locomotive wheel radius,For adding for the reference relative velocity of vehicle body and wheel Speed, M locomotive bodies gross mass, ∑ FaFor vehicle adhesion strength, TaFor vehicle adhesion torque, ρ is the parameter of a positive definite；
Wherein, by vehicle body and the acceleration of the reference relative velocity of wheelValue to be taken as vehicle body relative with the reference of wheel The estimate of the acceleration of speedCalculation is as follows：
In formula,For the estimate of locomotive body's acceleration,It is the reference speed of locomotive bodyPass through firstorder filterDraw afterwards, q, τ are the parameter of the firstorder filter；
Wherein, by vehicle adhesion strength ∑ FaValue be taken as the estimate of vehicle adhesion strengthCalculation is as follows：
In formula, Tb' be single-wheel braking moment, w represent angular speed of wheel；
Wherein, by vehicle adhesion torque TaValue is the estimate of vehicle adhesion torqueCalculation formula is as follows：
The braking moment T of single-wheel can be calculated using existing modeb'。
Second aspect, the invention also discloses a kind of two-shipper multi-locomotive brakes, including：It is online to be arranged at two-shipper weight Che Shang, including：First brakes and secondary brake system；
First brakes is arranged in first segment car, including：First central control unit, the first control for brake list Member, the first modular converter and the first size lock；
The secondary brake system is set to be saved in car with second, including：Second central control unit, the second control for brake list Member, the second modular converter and the second size lock；
Wherein, first central control unit, first brak control unit, first modular converter and institute State the second central control unit, second brak control unit, MVB of second modular converter with locomotive network Connection；
First brak control unit, first modular converter and second brak control unit, described Two modular converters are connected with CAN；
First brak control unit, the first modular converter are communicated with the first size lock, for gathering size Lock instructs；
When the first segment car saves car and first brak control unit and the second brake unit failure for operation, First modular converter is used for after the first size lock collects the instruction of size lock, is appointed using the claims 1-5 Control method described in one realizes locomotive brake control, and by the MVB of the first segment car by the status number of braking According to being sent to first central control unit.
Status data includes：Control output quantity, control targe value, the reservoir pressure of brake, the status number of locomotive brake According to being the common data of braking procedure, the data that braking procedure can be generated or can necessarily known.Locomotive braking system can be with Binodal locomotive hot backup redundancy is realized, first segment car saves for operation, and the second section is not operation section, the braking of operation section and not operation section When going wrong, operate section the first modular converter take over operation section the first brak control unit realize train braking, and First modular converter of operation section takes over the data of the first brak control unit renewal MVB ports, and now, the first modular converter makes Control for brake is realized with above-mentioned locomotive brake control method.
Preferably, first modular converter includes：Acquiring unit, arithmetic element and control unit；
Wherein, acquiring unit, speed parameter is obtained for gathering GES；
The change curve of acquiring unit collection locomotive wheel speeds simultaneously calculates speed parameter, and the speed parameter includes car The reference speed of bodyActual relative velocity σ, the optimal slip ratio λ of vehicle body and wheeld；
Arithmetic element, for calculating the input quantity e of sliding-mode surface using the speed parameter；
Wherein, arithmetic element is first according to the reference speed of vehicle bodyAnd optimal slip ratio λdCalculate vehicle body and wheel Reference relative velocity σd；Then the reference relative velocity σ of vehicle body and wheel is calculateddWith vehicle body and the actual relative velocity σ of wheel Difference obtain vehicle body and wheel relative velocity deviation；
The deviation of the relative velocity of the vehicle body and wheel is the input quantity e of sliding-mode surface；
Arithmetic element, for the input quantity e according to step 2, with reference to system sliding formwork control principle and locomotive dynamics principle Calculate the equivalent control amount U of sliding formwork controleq；
Arithmetic element, for by input quantity e, being obscured with reference to the switching function and fuzzy controller of system sliding-mode surface Controlled quentity controlled variable UF；
Wherein, arithmetic element first using input quantity e as substitute into sliding-mode surface switching function after obtain switching function value s with And the differential of switching function valueThen by switching function value s and the differential of switching function valueIt is fuzzy as input value input Controller obtains fuzzy control quantity UF；
Control unit, for according to equivalent control amount UeqWith fuzzy control quantity UFCalculate braking moment Tb, by described Braking moment TbRealize control for brake.
Preferably, first modular converter and second modular converter include：3U cabinets, panel, EMI plates, electricity Source plate, IO tablets, control panel and backboard,
The EMI plates, power panel, IO tablets and control panel are both connected on backboard respective plate position, and are packaged in described 3U cabinet insides, external signal interface are connected by the interface of the panel；
The EMI plates external power supply, for being filtered to external input power, rectification and overcurrent protection；
The power panel is connected with the EMI plates, IO tablets, control panel, for the voltage to stating EMI plate out-put supplies Changed；
The IO tablets and the control board communications, for gathering the instruction of size lock, and it is transferred to the control panel；
The control panel communicates with the CAN, the MVB, for sending data to the CAN, institute State MVB and receive data from the CAN, the MVB, the control panel is additionally operable to realize to locomotive brake Control.
IO tablet front console interfaces are connected to size lock, and size lock is brake monitor, and IO tablets bottom passes through Data/address bus is connected to control panel on backboard；Two pieces of power panels can be used simultaneously, realize hot backup redundancy function；Control panel is this The core of device, realize MVB network protocol stacks by the use of SEL FPGA is matched and use SJA1000 as the controller of CAN communication, And main logical program and control algolithm are run on the core board of PC104 frameworks.
Preferably, when car and the first brak control unit failure are saved in the first segment parking stall for operation, described first Modular converter is additionally operable to after the first size lock collects the instruction of size lock, and described big by CAN transmission Small lock is instructed to second brak control unit；
Second brak control unit is used to realize control for brake to the first segment car, and the status data of braking is led to Cross CAN and be sent to first modular converter；
First modular converter is additionally operable to after receiving the status data, by the MVB of first segment car by institute State status data and be sent to first central control unit.
Locomotive braking system can realize binodal locomotive hot backup redundancy, and first segment car saves for operation, and the second section is not operation Section, and operate after section locomotive brake goes wrong, the brake of section locomotive can will be operated by operating first modular converter of section Instruction is sent to not operation section, and the second brak control unit of not operation section can take over the first brak control unit reality of operation section Existing train braking, and the first modular converter for operating section takes over the data of the first brak control unit renewal MVB ports, will be corresponding Data be sent to operation section the first central control unit, make the first central control unit do not report operation save first braking control The failure of unit processed.
The third aspect, the invention also discloses a kind of braking method applied to above-mentioned two-shipper multi-locomotive brakes, Including：
When first segment car for operation section car and the first brak control unit and the second brake unit equal failure when, first, institute State the first modular converter and collect the instruction of size lock from the first size lock；
Then, first modular converter carries out locomotive brake control, and the MVB of excessively described first segment car will brake Status data be sent to first central control unit；
When car and the first brak control unit failure are saved in the first segment parking stall for operation, first, described first Modular converter collects the instruction of size lock from the first size lock, and sends the size lock by the CAN and instruct to institute State the second brak control unit；
Then, after second brak control unit receives the size lock instruction, the first segment car is realized and made Dynamic control, and the status data of braking is sent to first modular converter by CAN；
Finally, after first modular converter receives the status data, by the MVB of first segment car by described in Status data is sent to first central control unit.
Even if the braking of operation section there is a problem, operation section can be taken over by the brak control unit of not operation section Brak control unit realizes control for brake, if the braking of operation section and not operation section goes wrong, is connect by modular converter Brak control unit for operation section realizes control for brake.Modular converter also takes over the data renewal of brak control unit simultaneously Function, the data renewal to the MVB ports of first segment car is realized, promote the brak control unit event of locomotive no longer reporting operations section Barrier.
Beneficial effect：
The present invention provides a kind of locomotive brake control method, after obtaining speed parameter, calculates the input of sliding-mode surface E is measured, and then the equivalent control amount U of sliding formwork control is calculated according to input quantity eeqAnd according to input quantity e, with reference to system sliding-mode surface Switching function and fuzzy controller obtain fuzzy control quantity UF；Further according to equivalent control amount UeqWith fuzzy control quantity UFCalculate Go out braking moment Tb, pass through the braking moment TbThe control to locomotive wheel and locomotive body is realized, by sliding formwork control and is obscured Control is combined, can be to that can not ask for object because fuzzy control need not be known a priori by the mathematical models of controlled device Mathematical modeling carry out that the effectively control such as the influence of non-linear factor, insensitive to the Parameters variation of controlled device can be overcome, adopt Use modified fuzzy sliding mode controlling method.In fuzzy sliding mode tracking control, shadow of the system model inaccurately with disturbance is overcome with sliding formwork control Ring, and reduce the exponent number of system；Fuzzy control is introduced simultaneously carrys out the boundary value of real-time estimating system Uncertainty to eliminate To shake and approach uncertain system so that the slip rate of locomotive is maintained at optimal slip ratio annex, and when slip rate maintains most During good slip rate annex, adhesion can be made full use of to shorten braking distance.
In addition, two-shipper multi-locomotive brakes provided by the invention and braking method be by there is provided modular converter, The hot backup redundancy function of the brake of two-shipper multi-locomotive can be realized, the braking of operation section and not operation section goes wrong When, the first modular converter for operating section takes over the first brak control unit of operation section and realizes train braking, and operates the of section One modular converter takes over the data of the first brak control unit renewal MVB ports, and the first modular converter uses above-mentioned locomotive brake Control method realizes control for brake；And when the braking of operation section there is a problem but the braking function of not operation section is intact, lead to The first modular converter of operation section is crossed, the brak control unit of not operation section realizes system to take over the brak control unit of operation section Dynamic control, and then can solve locomotive braking system or brake miscellaneous part breaks down and brings potential prestige to locomotive The side of body, locomotive operation reliability is improved, so as to ensure the safe for operation of locomotive.
Brief description of the drawings
Fig. 1 is a kind of indicative flowchart of locomotive brake control method provided in an embodiment of the present invention；
Fig. 2 is a kind of schematic block diagram of two-shipper multi-locomotive brakes provided in an embodiment of the present invention；
Fig. 3 is a kind of network topological diagram of two-shipper multi-locomotive brakes provided in an embodiment of the present invention；
Fig. 4 is the functional block diagram of the first modular converter provided in an embodiment of the present invention；
Fig. 5 is the hardware capability block diagram of the first modular converter and the second modular converter provided in an embodiment of the present invention.
Embodiment
It is following will in conjunction with specific embodiments and accompanying drawing the present invention will be described.
The present invention provides a kind of locomotive brake control method, as shown in figure 1, when system is unstable, the control method bag Include following steps：
Step 1：Obtain the speed parameter of locomotive；
Step 2：The input quantity e of sliding-mode surface is calculated using the speed parameter of step 1；
Step 3：According to the input quantity e of step 2, cunning is calculated with reference to system sliding formwork control principle and locomotive dynamics principle The equivalent control amount U of mould controleq；
Step 4：By the input quantity e of step 2, obscured with reference to the switching function and fuzzy controller of system sliding-mode surface Controlled quentity controlled variable UF；
Step 5：According to the equivalent control amount U of step 3eqWith the fuzzy control quantity U of step 4FCalculate braking moment Tb, lead to Cross the braking moment TbRealize control for brake.
By the equivalent control amount U of sliding formwork control under stable stateeqTo ensure that system continues on sliding-mode surface s=0 motions, no During stable state, fuzzy controller will export a bigger controlled quentity controlled variable UF, with equivalent control amount UeqSummation obtains final Controlled quentity controlled variable Tb, system trajectory is moved towards sliding-mode surface.
Wherein, step 1 is specifically that the change song of locomotive wheel speeds is gathered when detecting that locomotive braking system is unstable Line simultaneously calculates speed parameter, and speed parameter includes the reference speed of vehicle bodyIt is the actual relative velocity σ of vehicle body and wheel, optimal Slip rate λd；Such as RLS, wavelet analysis method, Kalman filtering On-line Estimation algorithm, vertical can be used The methods of being approached to attachment coefficient-slip rate (μ-s) curve calculates optimal slip ratio λd；For example with maximum wheel speed method, difference The methods of value method, the reference speed computational methods based on dynamic model, Kalman filtering method, recurrence method, calculates the reference of vehicle body SpeedSuch as the actual relative velocity σ of vehicle body and wheel is calculated using σ=v-rw, wherein v represents the speed of vehicle body, r tables Show radius of wheel, w represents the angular speed of wheel.
Wherein, the process that the input quantity e of sliding-mode surface is calculated in step 2 is as follows：
First, according to the reference speed of vehicle bodyAnd optimal slip ratio λdIt is relative with the reference of wheel fast to calculate vehicle body Spend σd, wherein,Then, the reference relative velocity σ of vehicle body and wheel is calculateddIt is relative with the reality of vehicle body and wheel Speed σ difference obtains the deviation of the relative velocity of vehicle body and wheel, and the deviation of the relative velocity of vehicle body and wheel is sliding formwork The input quantity e in face, wherein, e=σd-σ。
Wherein, in step 3 sliding formwork control equivalent control amount UeqCalculation formula it is as follows：
Equivalent control amount U is obtained with reference to system sliding formwork control principle and locomotive dynamics principleeqThe following institute of calculation formula Show：
In formula, J is single wheel inertia, and r is locomotive wheel radius,For adding for the reference relative velocity of vehicle body and wheel Speed, M locomotive bodies gross mass, ∑ FaFor vehicle adhesion strength, TaFor vehicle adhesion torque, ρ is the parameter of a positive definite；
Wherein, by vehicle body and the acceleration of the reference relative velocity of wheelValue to be taken as vehicle body relative with the reference of wheel The estimate of the acceleration of speed
In formula,For the estimate of locomotive body's acceleration,It is the reference speed of locomotive bodyPass through firstorder filterDraw afterwards, q, τ are the parameter of the firstorder filter；
Wherein, by vehicle adhesion strength ∑ FaValue be taken as the estimate of vehicle adhesion strengthCalculation is as follows：
In formula, Tb' be single-wheel braking moment, w represents angular speed of wheel, wherein can be calculated using existing method The braking moment T of single-wheelb'；
Wherein, by vehicle adhesion torque TaValue is the estimate of vehicle adhesion torqueCalculation formula is as follows：
Thus, it can be known that equivalent controlled quentity controlled variable U in the present embodimenteqActual calculation formula it is as follows：
Wherein, fuzzy control quantity U in step 4FDetailed process it is as follows：
First, using the input quantity e of step 2 as obtaining switching function value s after the switching function for substituting into sliding-mode surface and cut The differential of exchange the letters numerical valueThen, by switching function value s and the differential of switching function valueFuzzy control is inputted as input value Device obtains fuzzy control quantity UF。
Wherein, the process of the fuzzy controller in construction step 4 is as follows：
Step 21：The structure of fuzzy controller is selected, and sets fuzzy set；
Step 22：The fuzzy set setting switching function value s set according to step 21 centrifugal pump s (k), switching function value DifferentialCentrifugal pump ds (k) and output quantity UF(k) Linguistic Value and domain；
Step 23：Fuzzy control strategy is obtained according to the physical characteristic of locomotive brake control system；
Step 24：According to the fuzzy control strategy of above-mentioned steps 23, domain is obscured with reference to controlled quentity controlled variable, obtains step 21 institute really The fuzzy control rule table of the fuzzy controller of fixed structure, wherein according to the input quantity of fuzzy controller and fuzzy control rule Then table can obtain the output quantity U of fuzzy controllerF(k), to the output quantity UF(k) institute is obtained after carrying out anti fuzzy method processing State fuzzy control quantity UF。
Specifically, fuzzy control selects the derivative with sliding-mode surface function s and sliding-mode surface function firstAs fuzzy controller Input, using the output torque of checking cylinder be used as output.The switching function of system sliding-mode surface is defined firstIts Middle ρ is the parameter of a positive definite, and t represents the time；Then the switching function discretization of system sliding-mode surface was obtained in the T sampling times Interior, the kth moment expression formula of sliding-mode surface is as follows：
Wherein, s (k) represents the switching function value at k moment, and e (k) represents the input quantity at k moment, and e (i) is the discrete of e (t) Value, specifically, selection is with switching function value s centrifugal pump s (k) and the differential of switching function valueCentrifugal pump ds (k) conducts The input of fuzzy controller, output quantity UF(k), the structure of fuzzy controller of the input of structure two and an output.
Wherein, set fuzzy set as：PB=is honest, and PM=centers, PS=is just small, and ZE=zero, NS=bear small, and NM=is born In, NB=is negative big
Wherein, switching function value s centrifugal pump s (k), switching in the step 22 of the fuzzy set setting set according to step 21 The differential of functional valueCentrifugal pump ds (k) and output quantity UF(k) Linguistic Value is as follows：
S (k)={ NB, NM, NS, ZE, PS, PM, PB }；
Ds (k)={ NB, NM, NS, ZE, PS, PM, PB }；
UF(k)={ NB, NM, NS, ZE, PS, PM, PB }；
Switching function value s centrifugal pump s (k), switching function in the step 22 of the fuzzy set setting set according to step 21 The differential of valueCentrifugal pump ds (k) and output quantity UF(k) domain is as follows：
S (k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
Ds (k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
UF(k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }.
Following analysis is had according to the physical characteristic of locomotive brake control system in step 23：
With reference to the switching function of system sliding-mode surface, also equation below：
E (k)=σd(k)-σ (k), σ (k)=λ v (k)=v (k)-rw (k), ds (k)=e (k)-(1- ρ) e (k-1)；
Wherein, σd(k) in the reference relative velocity of kth moment vehicle body and wheel, σ (k) is in kth moment vehicle body and car The actual relative velocity of wheel, λ are slip rate, and v (k) is the speed in kth moment vehicle body, w (k) be in kth moment vehicle wheel rotational speed, E (k-1) is the deviation of the input quantity, the i.e. relative velocity of the moment of kth -1 vehicle body and wheel at the moment of kth -1.
Physical characteristic for locomotive brake control system and according to above-mentioned formula and the switching function of system sliding-mode surface Analysis, it is U in the output of existing equivalent controleqIn the case of, work as UF(k) increase, w (k) reduces, and σ (k) increases, e (k) reduces For negative value, ds (k) is reduced to negative value, while s (k) also reduces；Under identical primary condition, work as UF(k) when reducing, speed mistake Poor e (k) is increased on the occasion of similarly ds (k) is increased on the occasion of while s (k) also increases.
Under different s (k) and ds (k), U in control processF(k) regulation rule can be expressed as it is following some：
(1) as s (k) ＞ 0, ds (k) ＞ 0, in order to reduce s (k) and ds (k), UF(k) need to export a honest control Amount processed；
(2) as s (k) ＞ 0, ds (k)=0, now s (k) trend is constant, but in order to reduce s (k), UF(k) need Export a just small controlled quentity controlled variable；
(3) as s (k) ＞ 0, ds (k) ＜ 0, now s (k) trend is to reduce, therefore positive UF(k) just small controlled quentity controlled variable is exported Or zero controlled quentity controlled variable；
(4) as s (k)=0, ds (k) ＞ 0, although now s (k) is zero, its trend is increase, this in order to offset Trend, UF(k) need to export a just small controlled quentity controlled variable；
(5) as s (k)=0, ds (k)=0, now system is stable, in order to keep s (k) and ds (k), UF(k) zero is exported Controlled quentity controlled variable.
(6) as s (k)=0, ds (k) ＜ 0, although now s (k) is zero, its trend be reduce, in order to offset it is this become Gesture, UF(k) the negative small controlled quentity controlled variable of output one is needed；
(7) as s (k) ＜ 0, ds (k) ＞ 0, now s (k) trend is increase, therefore UF(k) export bear small controlled quentity controlled variable or The controlled quentity controlled variable of person zero；
(8) as s (k) ＜ 0, ds (k)=0, now s (k) trend is constant, in order to increase s (k), therefore UF(k) need The negative small controlled quentity controlled variable of output；
(9) as s (k) ＜ 0, ds (k) ＜ 0, in order to increase s (k) and ds (k), UF(k) the negative big control of output one is needed Amount processed；
According to above-mentioned control-Strategy analysis, domain is obscured with reference to controlled quentity controlled variable, U can be obtainedF(k) fuzzy control rule Table, as shown in table 1.Accurate fuzzy control quantity can be obtained after output quantity is carried out into anti fuzzy method processing.It is preferred that anti fuzzy method Handle as weighted average method, in other feasible embodiments, anti fuzzy method can also be maximum membership degree method, median method Deng.
It should be noted that above-mentioned locomotive brake control method is applied to locomotive brake process, by with reference to fuzzy control Braking moment is drawn with the principle of sliding formwork control, the control for brake to locomotive is realized by the braking moment of checking cylinder.
It should also be noted that, above-mentioned brake control method is preferably applied to two-shipper multi-locomotive braking system by the present invention System, is applied particularly to two-shipper multi-locomotive.
As shown in Figures 2 and 3, a kind of two-shipper multi-locomotive brakes provided by the invention, it is online to be arranged at two-shipper weight Che Shang, including：First brakes and secondary brake system；
First brakes 20 is arranged in first segment car, including：First CCU22 (Central Control Unit, in Entreat control unit), the first BCU23 (Basic Communication Unit, brak control unit), the first modular converter 24 with And the first size lock 25；Secondary brake system 21 is set to be saved in car with second, including：2nd CCU26, the 2nd BCU27, second turn Change the mold the size lock 29 of block 28 and second.
Wherein, the first CCU22, the first BCU23, the first modular converter 24 and the 2nd CCU26, the 2nd BCU27, second turn Mold changing block 28 is connected with the MVB of locomotive network；First BCU23, the first modular converter 24 and the 2nd BCU27, second Modular converter 28 is connected with CAN；First BCU23, the first modular converter 24 are communicated with the first size lock 25, are used In collection size lock instruction.
The present embodiment first segment car saves for operation, and the second section car is not operation section, under normal mode, operates the first of section BCU23 sends a frame CAN data, and the first BCU23 of this section locomotive mode of operation and life signal are sent into CAN On, wherein, life signal is to be used to record whether BCU is in normal condition.First BCU23 of operation section is responsible for locomotive brake control System, the first modular converter 24 are in hot standby state, and the first modular converter 24 leads to from the collection size lock instruction of the first size lock 25 The life signal that CAN receives the first BCU23 is crossed, CAN data frames is not sent and does not also start MVB ports, the first modular converter 24 digital I/O board does not have input signal reading.
When operating the first BCU23 failures of section, lead to not realize such as power supply or control panel failure and brake, first turn Mold changing block 24 will automatically engage redundancy handoff functionality.It is referred to as failure section after control node failure, non-control node is referred to as redundancy section.The mould This benefit switching of brake needs manually operated under formula.Detailed process is as follows：
First modular converter 24 does not receive the first BCU23 life signal, automatically engages redundancy handoff functionality, will gather To the size lock signal of this section car and the first CCU22 port data be sent in CAN, wherein port data is such as set Standby name, device number, license number；After 2nd BCU27 of not operation section receives the size lock instruction of the first modular converter 24 transmission, use Input condition of the instruction as control program, and status data is sent in CAN；First modular converter 24 is from CAN Status data is received in bus, and updates the MVB source ports of operation section, makes first CCU is not reported the first BCU23 failures.
Similarly, during the 2nd BCU27 failures of not operation section, based on above-mentioned identical principle, the second modular converter 28 is automatic Redundancy handoff functionality is put into, and control is taken over by the first BCU23 of operation section.
When first segment car saves car and the first BCU23 and the second brake unit failure for operation, the first modular converter 24 is automatic Put into redundancy handoff functionality and take over the first BCU23 control functions and realize locomotive brake control, while update MVB source ports.Its In, the first modular converter 24 realizes the effective brake of locomotive using above-mentioned locomotive brake control method, by running fuzzy sliding mode Control algolithm realizes quick, reliable braking.
As shown in figure 4, the first modular converter 24 operation fuzzy sliding mode tracking control algorithm realizes the process of braking, the first modulus of conversion Block 24 includes acquiring unit 41, arithmetic element 42 and control unit 43.
Wherein, acquiring unit 41, speed parameter is obtained for gathering GES；
Arithmetic element 42, for calculating the input quantity e of sliding-mode surface using the speed parameter；
Arithmetic element 42, the input quantity e according to step 2 is additionally operable to, with reference to system sliding formwork control principle and locomotive dynamics Principle calculates the equivalent control amount U of sliding formwork controleq；
Arithmetic element 42, it is additionally operable to input quantity e, is obtained with reference to the switching function and fuzzy controller of system sliding-mode surface Fuzzy control quantity UF；
Control unit 43, for according to equivalent control amount UeqWith fuzzy control quantity UFCalculate braking moment Tb, pass through institute State braking moment TbRealize control for brake.
Wherein, specific embodiment can refer to the associated description in above-mentioned locomotive brake control method, then this no longer goes to live in the household of one's in-laws on getting married State.
As shown in figure 5, for from hardware configuration, the first modular converter 24 and second modular converter 28 include 3U Cabinet, panel, EMI plates, power panel, IO tablets, control panel and backboard.
EMI plates, power panel, IO tablets and control panel are both connected on backboard respective plate position, and are packaged in 3U cabinets Portion, external signal interface are connected by the interface of panel；EMI plate external power supplys, for being filtered to external input power, whole Stream and overcurrent protection；Power panel is connected with EMI plates, IO tablets, control panel, for entering to the voltage for stating EMI plate out-put supplies Row conversion, power panel can independent one piece of use, can also two pieces simultaneously using realizing hot backup redundancy function；IO tablets with Board communications are controlled, for gathering the instruction of size lock, and are transferred to control panel；Control panel communicates with CAN, MVB, is used for Send data to CAN, MVB and receive data from CAN, MVB, control panel is additionally operable to realize to locomotive Control for brake.
Control panel on modular converter is its core component, main logical program and control algolithm is run, for solving Locomotive braking system logic control, intelligent algorithm control, network communication, braking display, data record, store the problems such as and with row Car other equipment is communicated by MVB, wherein, control panel uses PC/104 frameworks, operation QNX6.5 real time operating systems and ISaGRAF5 application program, there is 4 D-SUB9 connector on control panel panel, and two of which is used for two other use of MVB In CAN connector, 3 charactron, 2 function setting buttons, the 1 M12 connector for being used for display system state.
IO tablets are used for the input and processing of DC110V on-off models.The tunnel input channels of IO tablets Shang You 20, IO Tablet is responsible for the 110V digital quantity signals of size lock being converted to Transistor-Transistor Logic level signal needed for control panel.
In the present embodiment, the external interface definition of each module designs according to demand, and set of system includes two kinds of power supplys and supplied Power mode.The first is 110/24V-30W power-switching circuits, and another kind provides 110/5V-50W power path, system electricity The supply district in source is 77-143V.Two pieces of power panels, one piece of power panel provide power supply all the way.A set of conversion equipment needs two sets Power supply, it is a set of to be worked as conventional work, other set as hot backup redundancy.Locomotive 110V DC voltages give EMI plates, in signal Transmitting procedure in processing is filtered to signal, to reach required precision.EMI plates are in outside train input power and turn Cushioning effect is played between changing device internal electric source plate, there is filtering, rectification and overcurrent protection.
Based on above-mentioned two-shipper multi-locomotive brakes, one kind provided by the invention is applied to above-mentioned two-shipper multi-locomotive system The braking method of dynamic system includes：
When first segment car for operation section car and the first brak control unit and the second brake unit equal failure when, first, the One modular converter collects the instruction of size lock from the first size lock；
Then, the first modular converter carries out locomotive brake control, and crosses the MVB of first segment car by the status number of braking According to being sent to the first central control unit；
When first segment parking stall is for operation section car and during the first brak control unit failure, first, the first modular converter is from the One size lock collects the instruction of size lock, and sends size lock by CAN and instruct to the second brak control unit；
Then, after the second brak control unit receives the instruction of size lock, control for brake is realized to first segment car, and will system Dynamic status data is sent to the first modular converter by CAN；
Finally, after the first modular converter receives status data, status data is sent by the MVB of first segment car To the first central control unit.
Similarly, when car and the second brak control unit failure are saved in first segment parking stall for operation, it is referred to work as first segment Parking stall saves flow when car and the first brak control unit failure for operation, then this is repeated no more.
In summary, control brake-cylinder pressure is known according to having studied, wheel slip is maintained the level of determination, Adhesion is with regard to that can be efficiently utilized.On the basis of rationally control slip rate value, make full use of the adhesion strength of locomotive, i.e., it is logical Crossing control brake force makes wheel slip keep within the specific limits, making full use of adhesion to shorten braking distance.The present invention carries A kind of locomotive brake control method supplied can effectively and reliably realize braking by combining sliding formwork control and fuzzy control, disappear Except disturbance etc. influences so that the slip rate of locomotive is maintained at optimal slip ratio annex, and when slip rate maintains optimal slip ratio During annex, adhesion can be made full use of to shorten braking distance.Brake control method is preferably applied to this hair in the present embodiment In the two-shipper multi-locomotive brakes and braking method of bright offer, in other feasible embodiments, brake control method may be used also So that in the locomotive braking system applied to other patterns, the present invention is limited without specific this.
Presently preferred embodiments of the present invention is these are only, is merely illustrative for the purpose of the present invention, and it is nonrestrictive.This Professional and technical personnel understands, can carry out many modifications to it in the scope of the claims in the present invention, but fall within Protection scope of the present invention.

Claims (10)

  1. A kind of 1. locomotive brake control method, it is characterised in that including：
    Step 1：Obtain the speed parameter of locomotive；
    Wherein, when detecting that locomotive braking system is unstable, gather the change curve of locomotive wheel speeds and calculate speed Parameter, the speed parameter include the reference speed of vehicle bodyActual relative velocity σ, the optimal slip ratio λ of vehicle body and wheeld；
    Step 2：The input quantity e of sliding-mode surface is calculated using the speed parameter of step 1；
    First, according to the reference speed of vehicle bodyAnd optimal slip ratio λdCalculate the reference relative velocity σ of vehicle body and wheeld；
    Then, the reference relative velocity σ of vehicle body and wheel is calculateddVehicle body is obtained with the difference of vehicle body and the actual relative velocity σ of wheel With the deviation of the relative velocity of wheel；
    The deviation of the relative velocity of the vehicle body and wheel is the input quantity e of sliding-mode surface；
    Step 3：According to the input quantity e of step 2, sliding formwork control is calculated with reference to system sliding formwork control principle and locomotive dynamics principle The equivalent control amount U of systemeq；
    Step 4：By the input quantity e of step 2, fuzzy control is obtained with reference to the switching function and fuzzy controller of system sliding-mode surface Measure UF；
    First, using the input quantity e of step 2 as substitute into sliding-mode surface switching function after obtain switching function value s and switching letter The differential of numerical value
    Then, by switching function value s and the differential of switching function valueFuzzy Control is obtained as input value input fuzzy controller Amount U processedF；
    Step 5：According to the equivalent control amount U of step 3eqWith the fuzzy control quantity U of step 4FCalculate braking moment Tb, pass through institute State braking moment TbRealize control for brake.
  2. 2. according to the method for claim 1, it is characterised in that：The process of fuzzy controller in construction step 5 is as follows：
    Step 21：The structure of fuzzy controller is selected, and sets fuzzy set；
    After the switching function discretization of system sliding-mode surface, select with switching function value s centrifugal pump s (k) and switching function The differential of valueInputs of the centrifugal pump ds (k) as fuzzy controller, output quantity UF(k), the mould of the input of structure two and an output Fuzzy controllers structure；
    Set fuzzy set as：PB=is honest, and PM=centers, PS=is just small, and ZE=zero, NS=bear small, and during NM=is negative, NB=is born Greatly；
    Step 22：The fuzzy set setting switching function value s set according to step 21 centrifugal pump s (k), the differential of switching function valueCentrifugal pump ds (k) and output quantity UF(k) Linguistic Value and domain；
    Step 23：Fuzzy control strategy is obtained according to the physical characteristic of locomotive brake control system；
    The fuzzy control strategy is：As s (k) ＞ 0, ds (k) ＞ 0, UF(k) it is a honest controlled quentity controlled variable；As s (k) ＞ 0, ds (k) when=0, UF(k) it is a just small controlled quentity controlled variable；As s (k) ＞ 0, ds (k) ＜ 0, UF(k) for just small controlled quentity controlled variable or Zero controlled quentity controlled variable；As s (k)=0, ds (k) ＞ 0, UF(k) it is a just small controlled quentity controlled variable；As s (k)=0, ds (k)=0, UF(k) For individual zero controlled quentity controlled variable；As s (k)=0, ds (k) ＜ 0, UF(k) it is a negative small controlled quentity controlled variable；As s (k) ＜ 0, ds (k) ＞ 0, UF(k) it is negative small a controlled quentity controlled variable or zero controlled quentity controlled variable；As s (k) ＜ 0, ds (k)=0, UF(k) it is a negative small controlled quentity controlled variable；
    Step 24：The fuzzy control strategy according to step 23, domain is obscured with reference to controlled quentity controlled variable, obtain tying determined by step 21 The fuzzy control rule table of the fuzzy controller of structure.
  3. 3. according to the method for claim 2, it is characterised in that：Centrifugal pump s (k), the switching function of the switching function value s The differential of valueCentrifugal pump ds (k) and output quantity UF(k) Linguistic Value and domain setting is as follows：
    S (k)={ NB, NM, NS, ZE, PS, PM, PB }；
    Ds (k)={ NB, NM, NS, ZE, PS, PM, PB }；
    UF(k)={ NB, NM, NS, ZE, PS, PM, PB }；
    S (k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
    Ds (k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
    UF(k)={ -3, -2, -1,0 ,+1 ,+2 ,+3 }；
    Wherein, s (k) represents the switching function value at k moment, and ds (k) represents the differential of the switching function value at k moment, UF(k) k is represented The centrifugal pump of the output quantity at moment.
  4. 4. according to the method for claim 1, it is characterised in that：The setting of the switching function of the sliding-mode surface is as follows：
    <mrow> <mi>s</mi> <mo>=</mo> <mi>e</mi> <mo>+</mo> <mi>&amp;rho;</mi> <msubsup> <mo>&amp;Integral;</mo> <mn>0</mn> <mi>t</mi> </msubsup> <mi>e</mi> <mi>d</mi> <mi>t</mi> </mrow>
    Wherein, ρ is the parameter of a positive definite, and t represents the time.
  5. 5. according to the method for claim 1, it is characterised in that：The equivalent control amount U of the sliding formwork controleqCalculation formula It is as follows：
    Equivalent control amount U is obtained with reference to system sliding formwork control principle and locomotive dynamics principleeqCalculation formula it is as follows：
    <mrow> <msub> <mi>U</mi> <mrow> <mi>e</mi> <mi>q</mi> </mrow> </msub> <mo>=</mo> <mfrac> <mi>J</mi> <mi>r</mi> </mfrac> <mo>&amp;lsqb;</mo> <msub> <mover> <mi>&amp;sigma;</mi> <mo>&amp;CenterDot;</mo> </mover> <mi>d</mi> </msub> <mo>+</mo> <mfrac> <mn>1</mn> <mi>M</mi> </mfrac> <msub> <mi>&amp;Sigma;F</mi> <mi>a</mi> </msub> <mo>+</mo> <mfrac> <mi>r</mi> <mi>J</mi> </mfrac> <msub> <mi>T</mi> <mi>a</mi> </msub> <mo>+</mo> <mi>&amp;rho;</mi> <mi>e</mi> <mo>&amp;rsqb;</mo> <mo>;</mo> </mrow>
    In formula, J is single wheel inertia, and r is locomotive wheel radius,For the acceleration of vehicle body and the reference relative velocity of wheel Degree, M locomotive bodies gross mass, ∑ FaFor vehicle adhesion strength, TaFor vehicle adhesion torque, ρ is the parameter of a positive definite；
    Wherein, by vehicle body and the acceleration of the reference relative velocity of wheelValue be taken as the reference relative velocity of vehicle body and wheel Acceleration estimateCalculation is as follows：
    <mrow> <mover> <mover> <mi>&amp;sigma;</mi> <mo>&amp;CenterDot;</mo> </mover> <mo>^</mo> </mover> <mo>=</mo> <msub> <mi>&amp;lambda;</mi> <mi>d</mi> </msub> <mover> <mover> <mi>v</mi> <mo>&amp;CenterDot;</mo> </mover> <mo>^</mo> </mover> <mo>;</mo> </mrow>
    In formula,For the estimate of locomotive body's acceleration,It is the reference speed of locomotive bodyPass through firstorder filterDraw afterwards, q, τ are the parameter of the firstorder filter；
    Wherein, by vehicle adhesion strength ∑ FaValue be taken as the estimate of vehicle adhesion strengthCalculation is as follows：
    <mrow> <mi>&amp;Sigma;</mi> <msub> <mover> <mi>F</mi> <mo>^</mo> </mover> <mi>a</mi> </msub> <mo>=</mo> <mi>&amp;Sigma;</mi> <mfrac> <mn>1</mn> <mi>r</mi> </mfrac> <mrow> <mo>(</mo> <mfrac> <mrow> <mi>J</mi> <mi>q</mi> </mrow> <mrow> <mi>&amp;tau;</mi> <mi>q</mi> <mo>+</mo> <mn>1</mn> </mrow> </mfrac> <mi>w</mi> <mo>+</mo> <msubsup> <mi>T</mi> <mi>b</mi> <mo>&amp;prime;</mo> </msubsup> <mo>)</mo> </mrow> <mo>;</mo> </mrow>
    In formula, Tb' be single-wheel braking moment, w represent angular speed of wheel；
    Wherein, by the torque T that adheresaValue is the estimate of adhesion torqueCalculation formula is as follows：
    <mrow> <msub> <mover> <mi>T</mi> <mo>^</mo> </mover> <mi>a</mi> </msub> <mo>=</mo> <mi>r</mi> <msub> <mover> <mi>F</mi> <mo>^</mo> </mover> <mi>a</mi> </msub> <mo>=</mo> <mrow> <mo>(</mo> <mfrac> <mrow> <mi>J</mi> <mi>q</mi> </mrow> <mrow> <mi>&amp;tau;</mi> <mi>q</mi> <mo>+</mo> <mn>1</mn> </mrow> </mfrac> <mi>w</mi> <mo>+</mo> <msubsup> <mi>T</mi> <mi>b</mi> <mo>&amp;prime;</mo> </msubsup> <mo>)</mo> </mrow> <mo>.</mo> </mrow>
  6. A kind of 6. two-shipper multi-locomotive brakes, it is characterised in that：It is arranged on two-shipper multi-locomotive, including：First braking System and secondary brake system；
    First brakes is arranged in first segment car, including：First central control unit, the first brak control unit, First modular converter and the first size lock；
    The secondary brake system is set to be saved in car with second, including：Second central control unit, the second brak control unit, Second modular converter and the second size lock；
    Wherein, first central control unit, first brak control unit, first modular converter and described Two central control units, second brak control unit, second modular converter connect with the MVB of locomotive network Connect；
    First brak control unit, first modular converter and second brak control unit, described second turn Mold changing block is connected with CAN；
    First brak control unit, the first modular converter are communicated with the first size lock, are referred to for gathering size lock Order；
    It is described when the first segment car saves car and first brak control unit and the second brake unit failure for operation First modular converter is used for after the first size lock collects the instruction of size lock, using any one of the claims 1-5 Described control method realizes locomotive brake control, and is sent out the status data of braking by the MVB of the first segment car Give first central control unit.
  7. 7. system according to claim 6, it is characterised in that：First modular converter includes：Acquiring unit, computing list Member and control unit；
    Wherein, acquiring unit, speed parameter is obtained for gathering GES；
    The change curve of acquiring unit collection locomotive wheel speeds simultaneously calculates speed parameter, and the speed parameter includes vehicle body Reference speedActual relative velocity σ, the optimal slip ratio λ of vehicle body and wheeld；
    Arithmetic element, for calculating the input quantity e of sliding-mode surface using the speed parameter；
    Wherein, arithmetic element is first according to the reference speed of vehicle bodyAnd optimal slip ratio λdCalculate the reference of vehicle body and wheel Relative velocity σd；Then the reference relative velocity σ of vehicle body and wheel is calculateddPoor with the actual relative velocity σ of vehicle body and wheel obtains To the deviation of vehicle body and the relative velocity of wheel；
    The deviation of the relative velocity of the vehicle body and wheel is the input quantity e of sliding-mode surface；
    Arithmetic element, for the input quantity e according to step 2, calculated with reference to system sliding formwork control principle and locomotive dynamics principle Go out the equivalent control amount U of sliding formwork controleq；
    Arithmetic element, for by input quantity e, fuzzy control to be obtained with reference to the switching function and fuzzy controller of system sliding-mode surface Measure UF；
    Wherein, arithmetic element is first using input quantity e as obtaining switching function value s after the switching function for substituting into sliding-mode surface and cut The differential of exchange the letters numerical valueThen by switching function value s and the differential of switching function valueFuzzy control is inputted as input value Device obtains fuzzy control quantity UF；
    Control unit, for according to equivalent control amount UeqWith fuzzy control quantity UFCalculate braking moment Tb, pass through the brake force Square TbRealize control for brake.
  8. 8. system according to claim 6, it is characterised in that：First modular converter and second modular converter are equal Including：3U cabinets, panel, EMI plates, power panel, IO tablets, control panel and backboard,
    The EMI plates, power panel, IO tablets and control panel are both connected on backboard respective plate position, and are packaged in the 3U machines Inside case, external signal interface is connected by the interface of the panel；
    The EMI plates external power supply, for being filtered to external input power, rectification and overcurrent protection；
    The power panel is connected with the EMI plates, IO tablets, control panel, for being carried out to the voltage for stating EMI plate out-put supplies Conversion；
    The IO tablets and the control board communications, for gathering the instruction of size lock, and it is transferred to the control panel；
    The control panel communicates with the CAN, the MVB, for sending data to the CAN, the MVB Bus and from the CAN, the MVB receive data, the control panel be additionally operable to realize to locomotive brake control.
  9. 9. system according to claim 6, it is characterised in that：The first segment parking stall is operation section car and first system During dynamic control unit failure, first modular converter is additionally operable to after the first size lock collects the instruction of size lock, and The size lock is sent by the CAN to instruct to second brak control unit；
    Second brak control unit is used to realize control for brake to the first segment car, and the status data of braking is passed through CAN is sent to first modular converter；
    First modular converter is additionally operable to after receiving the status data, by the MVB of first segment car by the shape State data are sent to first central control unit.
  10. 10. a kind of braking method of two-shipper multi-locomotive brakes applied to described in the claims 6, its feature exist In：Including：
    When first segment car for operation section car and the first brak control unit and the second brake unit equal failure when, first, described the One modular converter collects the instruction of size lock from the first size lock；
    Then, first modular converter carries out locomotive brake control, and the MVB of excessively described first segment car is by the shape of braking State data are sent to first central control unit；
    When car and the first brak control unit failure are saved in the first segment parking stall for operation, first, first conversion Module collects the instruction of size lock from the first size lock, and sends the size lock by the CAN and instruct to described the Two brak control units；
    Then, after second brak control unit receives the size lock instruction, braking control is realized to the first segment car System, and the status data of braking is sent to first modular converter by CAN；
    Finally, after first modular converter receives the status data, by the MVB of first segment car by the state Data are sent to first central control unit.
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CN110281895A (en) * 2019-07-10 2019-09-27 中南大学 A kind of control method and its control system of equalizing reservoir pressure
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CN104842983A (en) * 2015-05-06 2015-08-19 陈磊 High speed rail braking method and system based on multiple intelligent bodies
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