CN107792039B - Power management method and system for magnetic-levitation train hydraulic braking system and rail vehicle - Google Patents

Power management method and system for magnetic-levitation train hydraulic braking system and rail vehicle Download PDF

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Publication number
CN107792039B
CN107792039B CN201711015042.2A CN201711015042A CN107792039B CN 107792039 B CN107792039 B CN 107792039B CN 201711015042 A CN201711015042 A CN 201711015042A CN 107792039 B CN107792039 B CN 107792039B
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China
Prior art keywords
brake
braking
target value
hydraulic
braking force
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CN201711015042.2A
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CN107792039A (en
Inventor
刘泉
唐亮
武小平
彭学前
胡峰
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CRRC Brake System Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes

Abstract

The invention discloses a power management method and a system for a magnetic-levitation train hydraulic braking system, wherein the method comprises the following steps: the control main control EBCU acquires the braking capacity value of each carriage through the MVB network, and obtains a total braking target value according to the braking capacity value of each carriage and the load information of the whole train; judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each compartment, and distributing the hydraulic pressure to each compartment on average to obtain a target value of the required applied braking force of each compartment; and if not, distributing the pure electric braking force to each carriage. And the control slave EBCU receives the corresponding target value of the required applied braking force and applies the braking force according to the target value of the required applied braking force. The invention utilizes the MVB network of the whole train to achieve the purpose of feeding back the power grid to the maximum extent of energy, thereby saving energy, reducing the abrasion of the brake pads and saving the maintenance cost of the train. The invention also discloses a rail vehicle comprising the system.

Description

Power management method and system for magnetic-levitation train hydraulic braking system and rail vehicle
Technical Field
The invention relates to the technical field of rail vehicle control, in particular to a power management method and a power management system for a hydraulic braking system of a maglev train. In addition, the invention also relates to a railway vehicle comprising the power management system of the magnetic-levitation train hydraulic braking system.
Background
At present, most of Brake systems of medium and low speed maglev trains adopt an independent Control management strategy, and Electronic Brake Control Units (EBCUs) of each train are completely independent and do not communicate with each other. The EBCU of each vehicle is only responsible for applying the braking force of a single vehicle, when the electric braking force of one vehicle is insufficient, the EBCU can only supplement the hydraulic braking force of the vehicle, cannot fully utilize the surplus electric braking force of the other two vehicles, and simultaneously causes uneven distribution of the hydraulic braking force to influence the suspension stability; if the hydraulic braking force of one section of the hydraulic braking force fails, other two sections of the hydraulic braking force cannot be supplemented to the other section of the hydraulic braking force, so that the braking force of the whole train is insufficient, and the braking distance and the driving safety of the train are influenced.
In the low-speed section electric brake evacuation process, the hydraulic brake force can not be increased to keep up with the evacuation speed of the electric brake force due to the problems of the hysteresis and the response speed of the hydraulic brake force, so that the V-shaped force can be generated in the brake force of the whole train, the impulse phenomenon can be generated in the train parking process, and the comfort level of passengers is influenced.
In summary, how to provide a brake system with high driving safety performance is a problem to be solved urgently by those skilled in the art.
Disclosure of Invention
In view of the above, the present invention aims to provide a power management method and system for a magnetic suspension train hydraulic brake system, wherein the method changes individual braking of each train into overall distribution of braking force of the whole train, fully utilizes regenerative electric braking force of the whole train, and solves the problems that the electric braking force cannot be fully exerted, and hydraulic brake pads are worn too fast and unevenly.
Another object of the present invention is to provide a railway vehicle including the power management system of the magnetic-levitation train hydraulic brake system.
In order to achieve the above purpose, the invention provides the following technical scheme:
a power management method for a hydraulic braking system of a maglev train comprises the following steps:
s1, determining a carriage corresponding to the master control EBCU and a carriage corresponding to the slave control EBCU;
s2, controlling the main control EBCU to acquire the braking capacity value of each carriage through the MVB network, and obtaining a total braking target value according to the braking capacity value of each carriage and the whole train load information;
judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each compartment, and distributing the hydraulic pressure to each compartment on average to obtain a target value of the required applied braking force of each compartment; if not, distributing the pure electric braking force to each carriage to obtain a target value of the required applied braking force of each carriage;
sending the target value of the required applied braking force to each corresponding compartment;
and S3, controlling the slave EBCU to receive the corresponding required applied braking force target value and apply the braking force according to the required applied braking force target value.
Preferably, the step of applying the braking force according to the target required application braking force in S3 includes:
s31, if the current vehicle speed is in a low speed section, judging whether an electric brake evacuation signal is received, if so, entering S32; if not, go to S33;
s32, predicting the attenuation speed of the electric brake, predicting the increasing speed of a hydraulic brake target value according to the attenuation speed of the electric brake, applying the hydraulic brake according to the increasing speed of the hydraulic brake target value, and entering S35;
s33, judging whether the electric brake response is overtime, if not, entering S36; if yes, go to S34;
s34: when the electric braking force is insufficient, supplementing a hydraulic calculation value and setting a hydraulic braking application hysteresis buffer zone; judging whether the target value of the required applied braking force is in the slow zone, if so, entering S36; if not, go to S35;
s35: applying hydraulic brake;
s36: the hydraulic pressure target value is cleared, and the application of the electric brake is performed.
Preferably, the step of providing a hydraulic brake application hysteresis buffer in S34 and determining whether the target value of the required application braking force is in the hysteresis zone includes:
setting the upper limit value of the hydraulic brake application hysteresis buffer area as a;
in the initial stage of hydraulic braking, if the target value of the hydraulic braking is less than a, the hydraulic braking is not applied, and if the target value of the hydraulic braking is greater than a or gradually changes from a value greater than a to a value less than a, the hydraulic braking force is applied.
Preferably, the step S1 further includes:
the slave control EBCU judges whether a fault exists in a corresponding current carriage;
if so, calculating the failure number of the brake units, calculating the braking capacity value of the current carriage according to the failure number of the brake units, and sending the braking capacity value to the master control EBCU;
and if not, directly calculating the braking capacity value of the current carriage, and sending the braking capacity value to the master control EBCU.
A maglev train hydraulic brake system power management system, comprising:
the main control EBCU is used for acquiring the braking capacity value of each carriage through a multifunctional vehicle bus and obtaining a total braking target value according to the braking capacity value of each carriage and the whole train load information; judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each compartment, and distributing the hydraulic pressure to each compartment on average to obtain a target value of the required applied braking force of each compartment; if not, distributing the pure electric braking force to each carriage to obtain a target value of the required applied braking force of each carriage; sending the target value of the required applied braking force to each corresponding compartment;
the slave control EBCU is used for receiving the corresponding target value of the required applied braking force and applying the braking force according to the target value of the required applied braking force;
the distribution control center is used for determining the carriages corresponding to the master control EBCU and the carriages corresponding to the slave control EBCUs and controlling the master control EBCU and the slave control EBCUs to work; the master control EBCU, the slave control EBCUs and the distribution control center are all connected through the MVB network.
Preferably, the slave EBCU includes:
the electric brake evacuation signal receiving device is used for judging whether an electric brake evacuation signal is received or not and sending a judgment result to the pre-estimation device and the response timing device;
the pre-estimation device is used for pre-estimating the attenuation speed of the electric brake, pre-estimating the increasing speed of the hydraulic brake target value according to the attenuation speed of the electric brake, and sending the increasing speed of the hydraulic brake target value to the brake application device;
the response timing device is used for judging whether the electric brake response is overtime or not;
the hysteresis buffer setting device is used for supplementing the hydraulic calculated value when the electric braking force is insufficient and setting a hydraulic braking application hysteresis buffer area; the delay buffer setting device is connected with the response timing device;
the brake applying device is used for applying hydraulic brake when the target value of the required applied brake force is not in the slow zone, and clearing the target value of the hydraulic brake and applying electric brake when the target value of the required applied brake force is in the slow zone; the brake applying device is connected with the hysteresis buffer setting device and the response timing device.
Preferably, the hysteresis buffer setting means includes upper limit setting means for setting an upper limit value of the hydraulic brake application hysteresis buffer to a;
the brake applying device comprises a brake applying unit for applying and adjusting according to the upper limit setting device, and when the hydraulic brake is in the initial stage, if the hydraulic brake target value is less than a, the brake applying unit does not apply the hydraulic brake; the brake application unit applies the hydraulic braking force if the hydraulic brake target value is greater than a or the hydraulic brake target value is gradually changed from a value greater than a to a value less than a.
Preferably, the slave EBCU includes a fault diagnosis device for determining whether a fault exists in a current compartment corresponding to the slave EBCU, and the fault diagnosis device is connected to the fault statistics device and the capability calculation device;
the fault counting device is used for calculating the failure number of the brake units when a fault exists, calculating the braking capacity value of the current carriage according to the failure number of the brake units and sending the braking capacity value to the main control EBCU;
and the capacity calculating device is used for directly calculating the braking capacity value of the current carriage when no fault exists and sending the braking capacity value to the main control EBCU.
A rail vehicle comprises a braking system power management system, wherein the braking system power management system is any one of the magnetic-levitation train hydraulic braking system power management systems.
In the power management method and the power management system for the magnetic suspension train hydraulic brake system, provided by the invention, data communication among the three sections of train Electronic Brake Control Units (EBCUs) is realized by utilizing a complete train MVB network, and the distribution principle of priority of electric brake and average distribution of hydraulic brake of the whole train is realized. The train braking force management function is designed in the medium-low speed maglev train, the principle that the whole train is preferentially regenerated and electrically braked and the hydraulic brake is evenly distributed is implemented, the energy is fed back to the power grid to the maximum extent, the energy is saved, the abrasion of brake pads is reduced, and the train maintenance cost is saved.
The invention also provides a railway vehicle comprising the power management system of the magnetic-levitation train hydraulic braking system.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flow chart of a power management method for a hydraulic braking system of a maglev train according to the present invention;
FIG. 2 is a flowchart illustrating a power management method for a hydraulic braking system of a maglev train according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a power management method for a hydraulic braking system of a maglev train according to the present invention.
In fig. 3, the reference numerals are:
master EBCU1, slave EBCU2, distribution control center 3.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The core of the invention is to provide a power management method and a system for a hydraulic brake system of a maglev train, the method changes the independent braking of each train into the integral distribution of the braking force of the whole train, fully utilizes the regenerative electric braking force of the whole train, and solves the problems that the electric braking force can not be fully exerted, the hydraulic brake pad is worn too fast and the abrasion is uneven.
Another object of the present invention is to provide a railway vehicle including the power management system of the magnetic-levitation train hydraulic brake system.
Referring to fig. 1 to fig. 3, fig. 1 is a flowchart illustrating a power management method for a hydraulic brake system of a maglev train according to the present invention; FIG. 2 is a flowchart illustrating a power management method for a hydraulic braking system of a maglev train according to an embodiment of the present invention; fig. 3 is a schematic structural diagram of a power management method for a hydraulic braking system of a maglev train according to the present invention.
The invention provides a power management method for a magnetic-levitation train hydraulic braking system, which mainly comprises the following steps:
and step S1, determining the compartment corresponding to the master EBCU and the compartment corresponding to the slave EBCU.
It should be noted that, a rail vehicle usually includes three or more carriages, each of which is correspondingly connected to a corresponding electronic control unit EBCU, and a plurality of electronic control units EBCUs include a master control EBCU and a slave control EBCU, and in the power management method of the hydraulic brake system, it is first necessary to determine the master control EBCU and the slave control EBCU, and the carriage corresponding to the master control EBCU and the carriage corresponding to the slave control EBCU, so as to connect the master control EBCU and the slave control EBCU and perform different control operations.
And step S2, controlling the main control EBCU to acquire the braking capacity value of each carriage through the MVB network, and obtaining a total braking target value according to the braking capacity value of each carriage and the load information of the whole train.
Judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each compartment, and distributing the hydraulic pressure to each compartment on average to obtain a target value of the required applied braking force of each compartment; if not, distributing the pure electric braking force to each carriage to obtain a target value of the required applied braking force of each carriage; and sending the target value of the required applied braking force to each corresponding compartment.
In step S2, the master EBCU acquires the braking capability values of each car, that is, acquires the braking capability values of all cars corresponding to the slave EBCUs, and the multifunction vehicle bus is an MVB network, and data information can be transmitted through the master EBCU and the slave EBCUs connected by the multifunction vehicle bus. The overall total braking target value of the railway vehicle is obtained through the braking capacity values of all the carriages and the load information of the whole train, the total braking target value can be used for evaluating the situation of the whole-train electric braking so as to judge that the whole-train electric braking is insufficient, if the whole-train electric braking is insufficient, both the electric braking force and the hydraulic braking force can be distributed, so that a larger braking force is obtained, and if the whole-train electric braking force is sufficient, the whole railway vehicle can be braked without the hydraulic braking force and only by the electric braking force.
The distribution method when the full-train electric brake is insufficient is to distribute all the electric brake force to each car and evenly distribute the hydraulic force to each car, and the distribution method when the full-train electric brake is sufficient is to distribute the pure electric brake force to each car. The required applied braking force target value corresponding to each car can be obtained through the two distribution modes, and the master control EBCU needs to send the required applied braking force target value corresponding to each car and the corresponding slave control EBCU.
In step S3, the slave control EBCU receives the corresponding target required applied braking force value and applies the braking force according to the target required applied braking force value.
In the power management method of the magnetic suspension train hydraulic brake system provided by the invention, the data communication among the three sections of train Electronic Brake Control Units (EBCUs) is realized by utilizing the MVB network of the whole train, and the distribution principle of electric brake priority and hydraulic brake average distribution of the whole train is realized. The train braking force management function is designed in the medium-low speed maglev train, the principle that the whole train is preferentially regenerated and electrically braked and the hydraulic brake is evenly distributed is implemented, the energy is fed back to the power grid to the maximum extent, the energy is saved, the abrasion of brake pads is reduced, and the train maintenance cost is saved.
On the basis of the above embodiment, the step of applying the braking force according to the target required applied braking force value in step S3 specifically includes the following steps:
step S31, if the current vehicle speed is in a low speed section, judging whether an electric brake evacuation signal is received, if so, entering step S32; if not, go to step S33;
step S32, predicting the attenuation speed of the electric brake, predicting the increasing speed of the hydraulic brake target value according to the attenuation speed of the electric brake, applying the hydraulic brake according to the increasing speed of the hydraulic brake target value, and entering step S35;
step S33, judging whether the electric brake response is overtime, if not, entering step S36; if yes, go to step S34;
step S34: when the electric braking force is insufficient, supplementing a hydraulic calculation value and setting a hydraulic braking application hysteresis buffer zone; judging whether the target value of the required applied braking force is in a slow zone, if so, entering the step S36; if not, go to step S35;
step S35: applying hydraulic brake;
step S36: the hydraulic pressure target value is cleared, and the application of the electric brake is performed.
Referring to fig. 2, fig. 2 is a specific flowchart of a power management method for a hydraulic braking system of a maglev train.
It should be noted that after each slave control EBCU receives a brake target value to be applied to the current car through the MVB network, it should be determined whether the train is in a low-speed section first, and after it is determined that the train is in the low-speed section, it is determined whether an electric brake evacuation signal is received, and if the electric brake evacuation signal is received, the speed of electric brake attenuation is estimated according to a protocol, and the hydraulic brake application is performed by estimating the increasing speed of the hydraulic brake target value according to the electric brake attenuation speed. If the electric brake withdrawing signal is not received, whether the pure electric brake operation is carried out or not can be obtained by judging whether the electric brake response is overtime or not.
When the response of the electric brake is overtime, whether the electric brake is sufficient or not is judged, if the response is insufficient, supplementary hydraulic pressure calculation can be carried out, a hysteresis zone is set, hydraulic brake is controlled to be carried out when the target value is in the hysteresis zone, and if the target value is not in the hysteresis zone, the hydraulic target value is cleared to zero, and only pure electric brake is carried out. In addition, when the electric brake is sufficient, only the electric brake may be performed.
The method adopted in the embodiment can avoid that the communication feedback delay of the actual electric braking force and the response delay applied by the hydraulic brake cannot follow the actual electric brake attenuation due to the fact that the actual hydraulic braking force is supplemented, and the V-shaped total braking force of the whole train occurs, so that the impact is large in the process of deceleration and parking of the train, and the comfort of passengers and the stability of the train are influenced.
It should be noted that, in the entire vehicle braking force management method, steps S32 to S34 add reasonable hydraulic braking force application hysteresis and buffer zone functions, so as to avoid the problem of frequent operation of the brake caliper. The electric brake pre-attenuation function is combined, and the problems of stopping impulsion and riding discomfort caused by the V-shaped brake force of the train at low speed are solved.
The method provided by the invention increases the electric brake pre-attenuation function by optimizing the electro-hydraulic hybrid brake control strategy, and prevents the train stopping impact phenomenon caused by the V-shaped total brake force of the train in the low-speed electro-hydraulic hybrid brake process, thereby avoiding the influence of brake operation on passenger comfort and train stability.
On the basis of the above method, the step of setting a hydraulic brake application hysteresis buffer zone in step S34 and determining whether the target value of the required applied braking force is in the hysteresis zone includes the following steps:
in step S341, the upper limit value of the hydraulic brake application hysteresis buffer is set to a.
In step S342, in the hydraulic braking initial stage, if the hydraulic braking target value is smaller than a, the hydraulic braking is not applied, and if the hydraulic braking target value is larger than a or gradually changes from a value larger than a to a value smaller than a, the hydraulic braking force is applied.
For example, a hydraulic brake application hysteresis buffer of 0 to 1.5kN is provided. And in the hydraulic brake application starting stage, judging whether the hydraulic brake target value is less than 1.5kN, if so, judging that the hydraulic brake is not applied due to the response delay or interference of the electric brake force. If the target value is greater than 1.5kN or is gradually changed from greater than 1.5kN to less than 1.5kN, a corresponding hydraulic braking force is applied.
The setting mode of this embodiment is when both guaranteeing whole car braking force requirement, avoids again because electric braking response time delay or interference signal lead to the braking clamp frequently to brake again and alleviate, influences clamp and brake lining life-span, increases the train and uses the maintenance cost.
In the embodiment provided by the invention, the functions of hydraulic braking force application delay and buffer zone are added, so that the hydraulic braking force is prevented from being just applied and released due to accidental response delay of electric braking force in the braking process, the actual friction braking force cannot be generated when the clamp is operated, and the service lives of the brake clamp and the brake pad are shortened.
On the basis of any of the above embodiments, step S1 is followed by:
step S11, the slave control EBCU judges whether the corresponding current compartment has a fault;
if so, calculating the failure number of the brake units, calculating the braking capacity value of the current carriage according to the failure number of the brake units, and sending the braking capacity value to the master control EBCU;
if not, directly calculating the braking capacity value of the current carriage, and sending the braking capacity value to the master control EBCU.
The electronic brake control device EBCU at the non-cab-occupied end serves as a slave control EBCU, and is responsible for judging the brake failure of the vehicle and calculating the failure number of the brake units, calculating the brake capacity value of the vehicle, sending the brake capacity value to the master control EBCU through the MVB network, receiving the brake target distribution value sent by the master control EBCU, and executing the electric brake and hydraulic brake application of the vehicle according to the brake target value distributed by the master control EBCU.
In addition to the main steps of the power management method of the magnetic levitation train hydraulic braking system provided by each embodiment, the invention also provides a power management system of the magnetic levitation train hydraulic braking system disclosed by the embodiment, and the system mainly comprises: master EBCU1, slave EBCU2, and distribution control center 3.
The master control EBCU1 is used for acquiring the braking capacity value of each carriage through the multifunctional vehicle bus and obtaining a total braking target value according to the braking capacity value of each carriage and the whole train load information; judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each compartment, and distributing the hydraulic pressure to each compartment on average to obtain a target value of the required applied braking force of each compartment; if not, distributing the pure electric braking force to each carriage to obtain a target value of the required applied braking force of each carriage; sending the target value of the required applied braking force to each corresponding compartment;
the slave control EBCU2 is configured to receive the corresponding target required applied braking force value and apply the braking force according to the target required applied braking force value.
The distribution control center 3 is used for determining a carriage corresponding to the master EBCU1 and a carriage corresponding to the slave EBCU2, and controlling the master EBCU1 and the slave EBCU2 to work; the master EBCU1, the slave EBCU2, and the distribution control center 3 are all connected through an MVB network.
It should be noted that the role of the distribution control center 3 is that of step S1 in the above method, and the roles of the master EBCU1 and the slave EBCU2 correspond to the contents of step S2 and step S3 in the above method, respectively. The master EBCU1, the slave EBCU2, and the distribution control center 3 are all connected through an MVB network, thereby implementing the above-described control flow and data transfer.
The invention provides a whole train braking force management system of a hydraulic braking system of a medium-low speed maglev train, which changes the independent braking of each train into the whole distribution of the braking force of the whole train, fully utilizes the regenerative electric braking force of the whole train and solves the problems that the electric braking force cannot be fully exerted, and a hydraulic braking brake pad is worn too fast and unevenly.
On the basis of the above embodiment, the slave EBCU2 includes at least: the device comprises an electric brake evacuation signal receiving device, a pre-estimation device, a response timing device, a hysteresis buffer setting device and a brake applying device.
And the electric brake evacuation signal receiving device is used for judging whether an electric brake evacuation signal is received or not and sending a judgment result to the pre-estimating device and the response timing device.
And the pre-estimating device is used for pre-estimating the attenuation speed of the electric brake, pre-estimating the increasing speed of the hydraulic brake target value according to the attenuation speed of the electric brake, and sending the increasing speed of the hydraulic brake target value to the brake applying device.
And the response timing device is used for judging whether the electric brake response is overtime.
The hysteresis buffer setting device is used for supplementing the hydraulic calculated value when the electric braking force is insufficient and setting a hydraulic braking application hysteresis buffer area; the delay buffer setting device is connected with the response timing device.
The brake applying device is used for applying hydraulic brake when the target value of the required applied brake force is not in the slow zone, and clearing the target value of the hydraulic brake and applying electric brake when the target value of the required applied brake force is in the slow zone; the brake applying device is connected with the hysteresis buffer setting device and the response timing device.
The usage control method of the above apparatus is as follows:
the electric brake evacuation signal receiving device judges whether an electric brake evacuation signal is received or not, and if so, the result is sent to the estimation device; if not, sending the result to a response timing device;
after the pre-estimating device receives the signal of the electric brake evacuation signal receiving device, the pre-estimating attenuation speed of the electric brake is pre-estimated, the increasing speed of the hydraulic brake target value is pre-estimated according to the attenuation speed of the electric brake, the hydraulic brake is applied according to the increasing speed of the hydraulic brake target value, or the increasing speed of the hydraulic brake target value is sent to the brake applying device, so that the brake applying device applies brake pressure;
after the response timing device receives the signal of the electric brake evacuation signal receiving device, whether the electric brake response is overtime is judged, and if not, the brake applying device is controlled to carry out pure electric braking; if yes, a signal for starting work is sent to the hysteresis buffer setting device;
after receiving a signal for starting work, the hysteresis buffer setting device supplements a hydraulic calculated value and sets a hydraulic brake application hysteresis buffer zone; judging whether the target value of the braking force required to be applied is in a delay zone, if so, controlling a brake applying device to perform pure electric braking; if not, the brake applying device is controlled to apply the hydraulic brake.
On the basis of any one of the above embodiments, the hysteresis buffer setting device includes an upper limit setting device, configured to set an upper limit value of the hydraulic brake application hysteresis buffer zone to a, the brake application device includes a brake application unit that performs application adjustment according to the upper limit setting device, and in a hydraulic brake start phase, if a hydraulic brake target value is smaller than a, the brake application unit does not apply the hydraulic brake; the brake application unit applies the hydraulic braking force if the hydraulic brake target value is greater than a or the hydraulic brake target value is gradually changed from a value greater than a to a value less than a.
On the basis of any of the above embodiments, referring to fig. 2, fig. 2 provides a way to obtain a braking capability value of the car by counting faults of the corresponding car.
The slave control EBCU comprises a fault diagnosis device used for judging whether a fault exists in a corresponding current compartment, and the fault diagnosis device is connected with the fault statistics device and the capability calculation device;
the fault counting device is used for calculating the failure number of the braking units when a fault exists, calculating the braking capacity value of the current carriage according to the failure number of the braking units and sending the braking capacity value to the main control EBCU;
and the capacity calculating device is used for directly calculating the braking capacity value of the current carriage when no fault exists and sending the braking capacity value to the main control EBCU.
And the slave control EBCU is responsible for judging the brake fault of the vehicle and calculating the failure number of the brake unit, and calculating the brake capacity value of the vehicle, so that the brake capacity value can be sent to the master control EBCU through the MVB network.
In addition to the power management system of the hydraulic braking system of the maglev train provided in each embodiment, the invention also provides a railway vehicle comprising the system disclosed in the embodiment, the power management system of the braking system of the railway vehicle is the power management system of the hydraulic braking system of the maglev train provided in any embodiment, and the railway vehicle is controlled by the system. For the structure of other parts of the rail vehicle, please refer to the prior art, and the description is omitted here.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The power management method and system of the magnetic-levitation train hydraulic braking system, namely the rail vehicle, provided by the invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims (7)

1. A power management method for a hydraulic braking system of a maglev train is characterized by comprising the following steps:
s1, determining a carriage corresponding to the master control EBCU and a carriage corresponding to the slave control EBCU;
s2, controlling the main control EBCU to acquire the braking capacity value of each carriage through the MVB network, and obtaining a total braking target value according to the braking capacity value of each carriage and the whole train load information;
judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each carriage, and distributing the hydraulic pressure to each carriage on average to obtain a target value of the required applied braking force of each carriage; if not, distributing the pure electric braking force to each carriage to obtain a target value of the required applied braking force of each carriage;
sending the target value of the required applied braking force to each corresponding compartment;
s3, controlling the slave control EBCU to receive the corresponding required applied braking force target value and apply the braking force according to the required applied braking force target value;
the step of applying the braking force according to the target required application braking force in S3 includes:
s31, if the current vehicle speed is in a low speed section, judging whether an electric brake evacuation signal is received, if so, entering S32; if not, go to S33;
s32, predicting the attenuation speed of the electric brake, predicting the increasing speed of a hydraulic brake target value according to the attenuation speed of the electric brake, applying the hydraulic brake according to the increasing speed of the hydraulic brake target value, and entering S35;
s33, judging whether the electric brake response is overtime, if not, entering S36; if yes, go to S34;
s34: when the electric braking force is insufficient, supplementing a hydraulic calculation value and setting a hysteresis buffer zone applied by hydraulic braking; judging whether the target value of the required applied braking force is in the hysteresis buffer zone, if so, entering S36; if not, go to S35;
s35: applying hydraulic brake;
s36: the hydraulic pressure target value is cleared, and the application of the electric brake is performed.
2. The method according to claim 1, wherein a hysteresis buffer zone for hydraulic brake application is provided in S34, and the step of determining whether the target value of the required applied braking force is in the hysteresis buffer zone comprises:
setting the upper limit value of a hysteresis buffer zone applied by the hydraulic brake as a;
in the initial stage of hydraulic braking, if the target value of the hydraulic braking is less than a, the hydraulic braking is not applied, and if the target value of the hydraulic braking is greater than a or gradually changes from a value greater than a to a value less than a, the hydraulic braking force is applied.
3. The method according to any one of claims 1 or 2, wherein the step S1 is followed by the step of:
the slave control EBCU judges whether a fault exists in a corresponding current carriage;
if so, calculating the failure number of the brake units, calculating the braking capacity value of the current carriage according to the failure number of the brake units, and sending the braking capacity value to the master control EBCU;
and if not, directly calculating the braking capacity value of the current carriage, and sending the braking capacity value to the master control EBCU.
4. The utility model provides a maglev train hydraulic braking system power management system which characterized in that includes:
the main control EBCU is used for acquiring the braking capacity value of each carriage through a multifunctional vehicle bus and obtaining a total braking target value according to the braking capacity value of each carriage and the whole train load information; judging whether the full-row electric braking is insufficient or not according to the total braking target value; if so, distributing all the electric braking force to each carriage, and distributing the hydraulic pressure to each carriage on average to obtain a target value of the required applied braking force of each carriage; if not, distributing the pure electric braking force to each carriage to obtain a target value of the required applied braking force of each carriage; sending the target value of the required applied braking force to each corresponding compartment;
the slave control EBCU is used for receiving the corresponding target value of the required applied braking force and applying the braking force according to the target value of the required applied braking force;
the distribution control center is used for determining the carriages corresponding to the master control EBCU and the carriages corresponding to the slave control EBCUs and controlling the master control EBCU and the slave control EBCUs to work; the master control EBCU, the slave control EBCUs and the distribution control center are all connected through an MVB network;
the slave EBCU comprises:
the electric brake evacuation signal receiving device is used for judging whether an electric brake evacuation signal is received or not and sending a judgment result to the pre-estimation device and the response timing device;
the pre-estimation device is used for pre-estimating the attenuation speed of the electric brake, pre-estimating the increasing speed of the hydraulic brake target value according to the attenuation speed of the electric brake, and sending the increasing speed of the hydraulic brake target value to the brake application device;
the response timing device is used for judging whether the electric brake response is overtime or not;
the hysteresis buffer setting device is used for supplementing the hydraulic calculated value when the electric braking force is insufficient and setting a hysteresis buffer area applied by hydraulic braking; the delay buffer setting device is connected with the response timing device;
the brake applying device is used for applying hydraulic brake when the target value of the braking force required to be applied is not in the hysteresis buffer zone, and clearing the target value of the hydraulic brake and applying electric brake when the target value of the braking force required to be applied is in the hysteresis buffer zone; the brake applying device is connected with the hysteresis buffer setting device and the response timing device.
5. The system according to claim 4, wherein the hysteresis cushion setting means includes upper limit setting means for setting an upper limit value of a hysteresis cushion zone to which the hydraulic brake is applied to a;
the brake applying device comprises a brake applying unit for applying and adjusting according to the upper limit setting device, and when the hydraulic brake is in the initial stage, if the hydraulic brake target value is less than a, the brake applying unit does not apply the hydraulic brake; the brake application unit applies the hydraulic braking force if the hydraulic brake target value is greater than a or the hydraulic brake target value is gradually changed from a value greater than a to a value less than a.
6. The system according to claim 5, wherein the slave EBCU comprises a fault diagnosis device for judging whether the corresponding current compartment has a fault, and the fault diagnosis device is connected with the fault statistics device and the capability calculation device;
the fault counting device is used for calculating the failure number of the brake units when a fault exists, calculating the braking capacity value of the current carriage according to the failure number of the brake units and sending the braking capacity value to the main control EBCU;
and the capacity calculating device is used for directly calculating the braking capacity value of the current carriage when no fault exists and sending the braking capacity value to the main control EBCU.
7. A rail vehicle comprising a brake system power management system, wherein the brake system power management system is a maglev train hydraulic brake system power management system of any one of claims 4 to 6.
CN201711015042.2A 2017-10-25 2017-10-25 Power management method and system for magnetic-levitation train hydraulic braking system and rail vehicle Expired - Fee Related CN107792039B (en)

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