CN108382417A - The control system and method for a kind of rail vehicle and its adaptive train pipe level pressure - Google Patents
The control system and method for a kind of rail vehicle and its adaptive train pipe level pressure Download PDFInfo
- Publication number
- CN108382417A CN108382417A CN201810171199.2A CN201810171199A CN108382417A CN 108382417 A CN108382417 A CN 108382417A CN 201810171199 A CN201810171199 A CN 201810171199A CN 108382417 A CN108382417 A CN 108382417A
- Authority
- CN
- China
- Prior art keywords
- train pipe
- pressure
- level pressure
- train
- traction locomotive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
-
- 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
-
- 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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses a kind of control methods of adaptive train pipe level pressure, including：Under static state, judge whether traction locomotive proceeds by release of brake；If so, executing next step；The change rate of the pressure of train pipe is judged whether within the scope of default change rate, if so, executing next step；Judge level pressure according to the pressure of the train pipe；Under transport condition, judge whether traction locomotive applies braking；If so, executing next step；The linear relationship of deceleration and train pipe pressure reduction corresponding to the different pressures after level pressure brakes permutation vehicle.The present invention also provides a kind of control system of adaptive train pipe level pressure and with the rail vehicle of the system.Above-mentioned control method is capable of the level pressure state of automatic decision train pipe, and controls the brake parameters of railcar accordingly according to rolling stock train pipe level pressure state and train pipe decompression rate, decompression amount.
Description
Technical field
The present invention relates to locomotive engineering technical field, more particularly to a kind of rail vehicle and its adaptive train pipe level pressure
Control system and method.
Background technology
For at present, when urban rail vehicle rail transportation, the control for brake of railcar is to be based on railcar
Train pipe level pressure be that 500kPa is carried out, and it is well known that the train pipe level pressure of rolling stock is divided into 500kPa and 600kPa
Two kinds.If rolling stock train pipe level pressure is 600kPa, according to previous control mode, when train decompression amount is less than 100kPa
When, rolling stock, which applies braking railcar, will not apply braking, even if reach maximum decompression amount 170kPa, subway train subtracts
Rate is only 0.32m/s2, brake force is less than normal.In the case of train pipe level pressure is 600kPa, it can not pass through according to previous control mode
Railway is transported.
Invention content
The object of the present invention is to provide a kind of rail vehicle and its control system and method for adaptive train pipe level pressure, energy
The level pressure state of enough automatic decision train pipes, and according to rolling stock train pipe level pressure state and train pipe decompression rate, decompression
The brake parameters of the corresponding control railcar of amount.
To achieve the above object, the present invention provides a kind of control method of adaptive train pipe level pressure, including：
Under static state, judge whether traction locomotive proceeds by release of brake；If so, executing next step；
The change rate of the pressure of train pipe is judged whether within the scope of default change rate, if so, executing next step；
Level pressure is carried out according to the pressure of the train pipe；
Under transport condition, judge whether traction locomotive applies braking；If so, executing next step；
The linear relationship of deceleration and train pipe pressure reduction corresponding to the different pressures after level pressure is to permutation vehicle
It is braked.
Preferably, it is described under static state, judge that the step of whether traction locomotive proceeds by release of brake is specially：
Obtain the speed of traction locomotive；
When the speed of traction locomotive is zero, judge whether the amount of boost of the pressure of train pipe is more than 20kPa；If so,
Traction locomotive proceeds by release of brake.
Preferably, whether step within the scope of default change rate is specific for the change rate of the pressure for judging train pipe
For：
Judge whether the change rate of the pressure of train pipe is less than 5kPa/s.
Preferably, the step of pressure according to the train pipe judges level pressure be specially：
It is 500kPa by train pipe level pressure when the pressure of the train pipe is less than or equal to 530kPa；
It is 600kPa by train pipe level pressure when the pressure of the train pipe is more than or equal to 560kPa.
Preferably, described under transport condition, judge that the step of whether traction locomotive applies braking is specially：
Obtain the decompression rate and decompression amount of the train pipe；
Judge whether the decompression rate of the train pipe is more than or equal to 10kPa/s, and judges the decompression amount of the train pipe
When whether being more than or equal to 40kPa, if being to be, the traction locomotive is applied in braking.
Preferably, described fixed in train pipe level pressure, according to railcar deceleration demand and train pipe
The linear relationship of decompression amount to railcar carry out control for brake the step of be specially：
Permutation vehicle is braked according to formula a=0.004b+0.04；Wherein, the deceleration of permutation vehicle is a, row
The decompression amount of vehicle pipe is b；
When train pipe level pressure is 500kPa, the decompression amount b of train pipe is 40kPa~140kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.6m/s2；
When train pipe level pressure is 600kPa, the decompression amount b of train pipe is 40kPa~170kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.72m/s2。
The present invention also provides a kind of control systems of adaptive train pipe level pressure, including：
Relieved state judgment module；For under static state, judging whether traction locomotive proceeds by release of brake；
Train tube pressure change rate judgment module；For when traction locomotive is in relieved state, judging the pressure of train pipe
Whether the change rate of power is within the scope of default change rate；
Train tube pressure level pressure module；For when the change rate of the pressure of train pipe is within the scope of default change rate,
Judge level pressure according to the pressure of the train pipe；
Traction locomotive brakes judgment module：For under transport condition, judging whether traction locomotive applies braking；
Permutation vehicle braking execution module：It is fixed in train pipe level pressure for when traction locomotive is applied in braking
In the case of, control for brake is carried out to railcar according to railcar deceleration demand and the linear relationship of train pipe pressure reduction.
Preferably, the traction locomotive braking judgment module includes：
Train pipe state acquiring unit：Decompression rate and decompression amount for obtaining the train pipe；
Traction locomotive brakes determination unit；It is more than or equal to 10kPa/s for the decompression rate when the train pipe, and described
When the decompression amount of train pipe is more than or equal to 40kPa, then the traction locomotive is applied in braking.
Preferably, the permutation vehicle braking execution module includes：
Calculation execution unit：Permutation vehicle is braked according to formula a=0.004b+0.04；Wherein, permutation vehicle
Deceleration is a, and the decompression amount of train pipe is b；
When train pipe level pressure is 500kPa, the decompression amount b of train pipe is 40kPa~140kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.6m/s2；
When train pipe level pressure is 600kPa, the decompression amount b of train pipe is 40kPa~170kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.72m/s2。
The present invention also provides a kind of rail vehicles, include the control system of adaptive train pipe level pressure described in any one of the above embodiments
System.
Relative to above-mentioned background technology, the control method of adaptive train pipe level pressure provided by the invention is passed by pressure
Sensor receives train tube pressure signal, and microcomputer control unit judges the train pipe level pressure of current rail vehicle according to train tube pressure
(500kPa or 600kPa), train pipe level pressure judgement after, microcomputer control unit combination train pipe level pressure, train pipe decompression rate,
The signals such as decompression amount control the application of railcar braking, ensure brake force phase during city rail vehicle and railway vehicle brake
Match.So set, when train pipe level pressure is when 500kPa and 600kPa switches, the control for brake of railcar can be according to adaptive
The transformation of train pipe level pressure is answered, railcar control for brake judges and confirms to train pipe level pressure again without personnel, avoids
There is artificial error in judgement.
Description of the drawings
In order to more clearly explain the embodiment of the invention or the technical proposal in the existing technology, to embodiment or will show below
There is attached drawing needed in technology description to be briefly described, it should be apparent that, the accompanying drawings in the following description is only this
The embodiment of invention for those of ordinary skill in the art without creative efforts, can also basis
The attached drawing of offer obtains other attached drawings.
The flow chart of the control method for the adaptive train pipe level pressure that Fig. 1 is provided by the embodiment of the present invention；
The structure diagram of the control system for the adaptive train pipe level pressure that Fig. 2 is provided by the embodiment of the present invention.
Specific implementation mode
Following will be combined with the drawings in the embodiments of the present invention, and technical solution in the embodiment of the present invention carries out clear, complete
Site preparation describes, it is clear that described embodiments are only a part of the embodiments of the present invention, instead of all the embodiments.It is based on
Embodiment in the present invention, it is obtained by those of ordinary skill in the art without making creative efforts every other
Embodiment shall fall within the protection scope of the present invention.
In order to make those skilled in the art more fully understand the present invention program, below in conjunction with the accompanying drawings and it is embodied
The present invention is described in further detail for mode.
It please refers to Fig.1 and the control method of adaptive train pipe level pressure that Fig. 2, Fig. 1 are provided by the embodiment of the present invention
Flow chart；The structure diagram of the control system for the adaptive train pipe level pressure that Fig. 2 is provided by the embodiment of the present invention.
A kind of control method of adaptive train pipe level pressure provided by the invention includes mainly：
Under static state, judge whether traction locomotive proceeds by release of brake；If so, executing next step；
The change rate of the pressure of train pipe is judged whether within the scope of default change rate, if so, executing next step；
Judge level pressure according to the pressure of the train pipe；
Under transport condition, judge whether traction locomotive applies braking；If so, executing next step；
It is fixed in train pipe level pressure, according to the linear of railcar deceleration demand and train pipe pressure reduction
Relationship carries out control for brake to railcar.
Reference explanation book attached drawing 1 is it is found that step S10 starts to execute, in step S20, judge traction locomotive speed whether be
Zero；When the speed of traction locomotive is zero, step S30 is executed, judges whether the amount of boost of the pressure of train pipe is more than 20kPa.
Wherein, step S20 can be decomposed into two steps, and the first step first obtains the speed of traction locomotive；Second step is to dragger
The speed of vehicle is judged；Only when the speed of traction locomotive is zero, then it can perform and " judge the amount of boost of the pressure of train pipe
The step of whether being more than 20kPa ".
That is, the speed when traction locomotive is zero, and microcomputer control unit detects that train tube pressure is increased beyond 20kPa
When, then illustrate that braking starts to alleviate；" under static state, judging whether traction locomotive proceeds by release of brake " is as above-mentioned
Step S10~step S30.
After braking starts alleviation, judge the change rate of the pressure of train pipe whether within the scope of default change rate；At this
In, whether the change rate that can execute the pressure for judging train pipe is less than 5kPa/s, such as step S40, namely needs train pipe
Level pressure judgement is carried out to train pipe after pressure stability.
The step of level pressure judgement is carried out to train pipe namely the process that level pressure is carried out according to the pressure of the train pipe, step
In S50, judge whether the pressure of train pipe is less than or equal to 530kPa, and whether is more than or equal to 560kPa；When the train pipe
Pressure be less than or equal to 530kPa when, by train pipe level pressure be 500kPa；When the pressure of the train pipe is more than or equal to 560kPa
When, it is 600kPa by train pipe level pressure.
Since the train pipe level pressure of current China railways vehicle is divided into two kinds of 500kPa and 600kPa, passed through in conjunction with practical
It tests, the pressure of train pipe is usually in the range of less than or equal to 530kPa or more than or equal to 560kPa, therefore, when the train
It is 500kPa by train pipe level pressure when the pressure of pipe is less than or equal to 530kPa；When the pressure of the train pipe is more than or equal to
It is 600kPa by train pipe level pressure when 560kPa；Such as step S60 and step S70.
For the above process, may be summarized to be：Train tube pressure is detected by pressure sensor, output controls single to microcomputer
Member.When microcomputer control unit detects that stationary vehicle, train tube pressure are increased beyond 20kPa, braking starts to alleviate, and detects train
Pipe pressure judges train pipe level pressure after train tube pressure is stablized (train tube pressure change rate ＜ 5kPa/s), if
The train tube pressure detected at this time then judges current train pipe level pressure for 600kPa higher than 560kPa；If detected at this time
Train tube pressure is less than 530kPa, then judges current train pipe level pressure for 500kPa.
So far, the action of rail vehicle under static state finishes, and then, rail vehicle brings into operation；In transport condition
Under, judge whether traction locomotive applies braking；During judging whether traction locomotive applies braking, the row are obtained first
The decompression rate and decompression amount of vehicle pipe；Then judge whether the decompression rate of the train pipe is more than or equal to 10kPa/s, and sentence
When whether the decompression amount of the disconnected train pipe is more than or equal to 40kPa, if being to be, the traction locomotive is applied in braking,
Execute step S61 and step S71.
That is, after train pipe level pressure determines, microcomputer control unit is by calculating train pipe decompression rate and decompression amount, conversion
And the PWM instructions that railcar can identify are exported, control the braking and alleviation of subway train.
No matter for train pipe level pressure it is 500kPa or in the case of train pipe level pressure is 600kPa, if being made without applying
It is dynamic, then continue to keep relieved state, such as step 62 and step S72；When the brake has been applied, then specifically to distinguish train pipe level pressure is
500kPa and the situation that train pipe level pressure is 600kPa.
Specifically, fixed in train pipe level pressure, subtracted with train pipe according to railcar deceleration demand
The step of linear relationship of pressure amount carries out control for brake to railcar can refer to step S63 and step S73；
Permutation vehicle is braked according to formula a=0.004b+0.04；Wherein, the deceleration of permutation vehicle is a, row
The decompression amount of vehicle pipe is b；
When train pipe level pressure is 500kPa, the decompression amount b of train pipe is 40kPa~140kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.6m/s2；
When train pipe level pressure is 600kPa, the decompression amount b of train pipe is 40kPa~170kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.72m/s2。
In other words, after train pipe level pressure, brake control process in the process of moving is：
When train pipe level pressure be 500kPa when, train pipe maximum decompression amount be 140kPa, when detect train pipe decompression speed
When rate >=10kPa/s, record train pipe reaches the starting instantaneous pressure when decompression rate, and using this pressure as with reference to pressure
Value, unless train sends out alleviation instruction, otherwise the reference pressure value should immobilize；If collected instantaneous pressure value with should
The difference of reference pressure, i.e. decompression amount are less than 40kPa, then braking deceleration is zero, when decompression amount is not less than 40kPa, subway
Vehicle applies braking, and train pipe pressure reduction is between 40kPa and maximum decompression amount, and the subway train rate of deceleration is in 0.2m/s2~
0.6m/s2Between linearly correspond to；
When train pipe level pressure be 600kPa when, train pipe maximum decompression amount be 170kPa, when detect train pipe decompression speed
When rate >=10kPa/s, record train pipe reaches the starting instantaneous pressure when decompression rate, and using this pressure as with reference to pressure
Value, unless train sends out alleviation instruction, otherwise the reference pressure value should immobilize；If collected instantaneous pressure value with should
The difference of reference pressure, i.e. decompression amount are less than 40kPa, then braking deceleration is zero, when decompression amount is not less than 40kPa, subway
Vehicle applies braking, and train pipe pressure reduction is between 40kPa and maximum decompression amount, and the subway train rate of deceleration is in 0.2m/s2~
0.72m/s2Between linearly correspond to.
Using above-mentioned control method, when train pipe level pressure is in 500kPa and 600kPa switchings, the braking control of railcar
System again can sentence train pipe level pressure without personnel according to the transformation of adaptive train pipe level pressure, railcar control for brake
Disconnected and confirmation, avoids the occurrence of artificial error in judgement.
The present invention also provides a kind of control systems of adaptive train pipe level pressure, main to wrap as shown in Figure of description 2
It includes：
Relieved state judgment module 101；For under static state, judging it is slow whether traction locomotive proceeds by braking
Solution；
Train tube pressure change rate judgment module 102；For when traction locomotive is in relieved state, judging train pipe
Whether the change rate of pressure is within the scope of default change rate；
Train tube pressure level pressure module 103；Change rate for the pressure when train pipe is within the scope of default change rate
When, level pressure is judged according to the pressure of the train pipe；
Traction locomotive brakes judgment module 104：For under transport condition, judging whether traction locomotive applies braking；
Permutation vehicle braking execution module 105：For when traction locomotive is applied in braking, being had determined that in train pipe level pressure
In the case of, braking control is carried out to railcar according to railcar deceleration demand and the linear relationship of train pipe pressure reduction
System.
Wherein, the traction locomotive braking judgment module 104 includes：
Train pipe state acquiring unit：Decompression rate and decompression amount for obtaining the train pipe；
Traction locomotive brakes determination unit；It is more than or equal to 10kPa/s for the decompression rate when the train pipe, and described
When the decompression amount of train pipe is more than or equal to 40kPa, then the traction locomotive is applied in braking.
The permutation vehicle braking execution module 105 includes：
Calculation execution unit：Permutation vehicle is braked according to formula a=0.004b+0.04；Wherein, permutation vehicle
Deceleration is a, and the decompression amount of train pipe is b；
When train pipe level pressure is 500kPa, the decompression amount b of train pipe is 40kPa~140kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.6m/s2；
When train pipe level pressure is 600kPa, the decompression amount b of train pipe is 40kPa~170kPa；Then permutation vehicle subtracts
Speed a is 0.2m/s2~0.72m/s2。
The present invention also provides a kind of rail vehicle of the control system with adaptive train pipe level pressure, including it is above-mentioned specific
Control system described in embodiment；The other parts of rail vehicle are referred to the prior art, not reinflated herein.
It should be noted that in the present specification, such as first and second etc relational terms are used merely to one
Entity is distinguished with other several entities, and without necessarily requiring or implying between these entities, there are any this actual
Relationship or sequence.
The control system and method for rail vehicle provided by the present invention and its adaptive train pipe level pressure are carried out above
It is discussed in detail.Principle and implementation of the present invention are described for specific case used herein, above example
Explanation be merely used to help understand the present invention method and its core concept.It should be pointed out that for the common of the art
, without departing from the principle of the present invention, can be with several improvements and modifications are made to the present invention for technical staff, these
Improvement and modification are also fallen within the protection scope of the claims of the present invention.
Claims (10)
1. a kind of control method of adaptive train pipe level pressure, which is characterized in that including：
Under static state, judge whether traction locomotive proceeds by release of brake；If so, executing next step；
The change rate of the pressure of train pipe is judged whether within the scope of default change rate, if so, executing next step；
Judge level pressure according to the pressure of the train pipe；
Under transport condition, judge whether traction locomotive applies braking；If so, executing next step；
It is fixed in train pipe level pressure, according to the linear relationship of railcar deceleration demand and train pipe pressure reduction
Control for brake is carried out to railcar.
2. control method according to claim 1, which is characterized in that it is described under static state, judge that traction locomotive is
No the step of proceeding by release of brake is specially：
Obtain the speed of traction locomotive；
When the speed of traction locomotive is zero, judge whether the amount of boost of the pressure of train pipe is more than 20kPa；If so, traction
Locomotive proceeds by release of brake.
3. control method according to claim 1, which is characterized in that whether the change rate of the pressure for judging train pipe
It is specially in the step preset within the scope of change rate：
Judge whether the change rate of the pressure of train pipe is less than 5kPa/s.
4. according to the control method described in claims 1 to 3 any one, which is characterized in that described according to the train pipe
Pressure carry out level pressure the step of be specially：
It is 500kPa by train pipe level pressure when the pressure of the train pipe is less than or equal to 530kPa；
It is 600kPa by train pipe level pressure when the pressure of the train pipe is more than or equal to 560kPa.
5. control method according to claim 4, which is characterized in that it is described under transport condition, judge that traction locomotive is
The step of no application braking is specially：
Obtain the decompression rate and decompression amount of the train pipe；
Judge the train pipe decompression rate whether be more than or equal to 10kPa/s, and judge the train pipe decompression amount whether
When more than or equal to 40kPa, if being to be, the traction locomotive is applied in braking.
6. control method according to claim 5, which is characterized in that it is described fixed in train pipe level pressure,
The step of control for brake is carried out to railcar according to railcar deceleration demand and the linear relationship of train pipe pressure reduction tool
Body is：
Permutation vehicle is braked according to formula a=0.004b+0.04；Wherein, the deceleration of permutation vehicle is a, train pipe
Decompression amount be b；
When train pipe level pressure is 500kPa, the decompression amount b of train pipe is 40kPa~140kPa；The then deceleration a of permutation vehicle
For 0.2m/s2~0.6m/s2；
When train pipe level pressure is 600kPa, the decompression amount b of train pipe is 40kPa~170kPa；The then deceleration a of permutation vehicle
For 0.2m/s2~0.72m/s2。
7. a kind of control system of adaptive train pipe level pressure, which is characterized in that including：
Relieved state judgment module；For under static state, judging whether traction locomotive proceeds by release of brake；
Train tube pressure change rate judgment module；For when traction locomotive is in relieved state, judging the pressure of train pipe
Whether change rate is within the scope of default change rate；
Train tube pressure level pressure module；For when the change rate of the pressure of train pipe is within the scope of default change rate, according to
The pressure of the train pipe judges level pressure；
Traction locomotive brakes judgment module：For under transport condition, judging whether traction locomotive applies braking；
Permutation vehicle braking execution module：For when traction locomotive is applied in braking, in the fixed situation of train pipe level pressure
Under, control for brake is carried out to railcar according to railcar deceleration demand and the linear relationship of train pipe pressure reduction.
8. control system according to claim 7, which is characterized in that the traction locomotive brakes judgment module and includes：
Train pipe state acquiring unit：Decompression rate and decompression amount for obtaining the train pipe；
Traction locomotive brakes determination unit；It is more than or equal to 10kPa/s, and the train for the decompression rate when the train pipe
When the decompression amount of pipe is more than or equal to 40kPa, then the traction locomotive is applied in braking.
9. control system according to claim 8, which is characterized in that the permutation vehicle braking execution module includes：
Calculation execution unit：Permutation vehicle is braked according to formula a=0.004b+0.04；Wherein, the deceleration of permutation vehicle
Degree is a, and the decompression amount of train pipe is b；
When train pipe level pressure is 500kPa, the decompression amount b of train pipe is 40kPa~140kPa；The then deceleration a of permutation vehicle
For 0.2m/s2~0.6m/s2；
When train pipe level pressure is 600kPa, the decompression amount b of train pipe is 40kPa~170kPa；The then deceleration a of permutation vehicle
For 0.2m/s2~0.72m/s2。
10. a kind of rail vehicle, which is characterized in that including the adaptive train pipe level pressure of such as claim 7 to 9 any one of them
Control system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810171199.2A CN108382417B (en) | 2018-03-01 | 2018-03-01 | The control system and method for a kind of rail vehicle and its adaptive train pipe level pressure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810171199.2A CN108382417B (en) | 2018-03-01 | 2018-03-01 | The control system and method for a kind of rail vehicle and its adaptive train pipe level pressure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108382417A true CN108382417A (en) | 2018-08-10 |
| CN108382417B CN108382417B (en) | 2019-09-27 |
Family
ID=63069240
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810171199.2A Active CN108382417B (en) | 2018-03-01 | 2018-03-01 | The control system and method for a kind of rail vehicle and its adaptive train pipe level pressure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108382417B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111907501A (en) * | 2019-05-08 | 2020-11-10 | 株洲中车时代电气股份有限公司 | Train air circulation brake control method, device and computer readable storage medium |
| CN112849200A (en) * | 2021-02-08 | 2021-05-28 | 中车青岛四方机车车辆股份有限公司 | Vehicle holding brake control method, device and system and vehicle |
| WO2022110513A1 (en) * | 2020-11-30 | 2022-06-02 | 中车山东机车车辆有限公司 | Vehicle brake control system, vehicle and train |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201151416Y (en) * | 2007-12-27 | 2008-11-19 | 南车南京浦镇车辆有限公司 | Loopback device for subway train |
| CN101423056A (en) * | 2008-10-31 | 2009-05-06 | 南车株洲电力机车有限公司 | Control device and method for urban rail vehicle rail transportation |
| CN102145689A (en) * | 2011-02-14 | 2011-08-10 | 中国铁道科学研究院机车车辆研究所 | Detecting method and device for failure of automatic air brake system of train |
| CN202378912U (en) * | 2012-01-10 | 2012-08-15 | 中国铁道科学研究院机车车辆研究所 | Urban rail vehicle returning device |
| CN102963349A (en) * | 2012-12-11 | 2013-03-13 | 四川制动科技股份有限公司 | Air brake fault alarm device for railway vehicle |
| CN103342122A (en) * | 2013-07-08 | 2013-10-09 | 中国北车集团大同电力机车有限责任公司 | One-time remission method and device of phase remission distribution valve for locomotive braking |
| CN204341097U (en) * | 2014-12-30 | 2015-05-20 | 青岛海能电气有限公司 | Train is without fiery loopback braking curve output unit |
-
2018
- 2018-03-01 CN CN201810171199.2A patent/CN108382417B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201151416Y (en) * | 2007-12-27 | 2008-11-19 | 南车南京浦镇车辆有限公司 | Loopback device for subway train |
| CN101423056A (en) * | 2008-10-31 | 2009-05-06 | 南车株洲电力机车有限公司 | Control device and method for urban rail vehicle rail transportation |
| CN102145689A (en) * | 2011-02-14 | 2011-08-10 | 中国铁道科学研究院机车车辆研究所 | Detecting method and device for failure of automatic air brake system of train |
| CN202378912U (en) * | 2012-01-10 | 2012-08-15 | 中国铁道科学研究院机车车辆研究所 | Urban rail vehicle returning device |
| CN102963349A (en) * | 2012-12-11 | 2013-03-13 | 四川制动科技股份有限公司 | Air brake fault alarm device for railway vehicle |
| CN103342122A (en) * | 2013-07-08 | 2013-10-09 | 中国北车集团大同电力机车有限责任公司 | One-time remission method and device of phase remission distribution valve for locomotive braking |
| CN204341097U (en) * | 2014-12-30 | 2015-05-20 | 青岛海能电气有限公司 | Train is without fiery loopback braking curve output unit |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111907501A (en) * | 2019-05-08 | 2020-11-10 | 株洲中车时代电气股份有限公司 | Train air circulation brake control method, device and computer readable storage medium |
| CN111907501B (en) * | 2019-05-08 | 2022-04-29 | 株洲中车时代电气股份有限公司 | Train air circulation brake control method, device and computer readable storage medium |
| WO2022110513A1 (en) * | 2020-11-30 | 2022-06-02 | 中车山东机车车辆有限公司 | Vehicle brake control system, vehicle and train |
| GB2615845A (en) * | 2020-11-30 | 2023-08-23 | Crrc Shandong Co Ltd | Vehicle brake control system, vehicle and train |
| GB2615845B (en) * | 2020-11-30 | 2024-03-20 | Crrc Shandong Co Ltd | Vehicle brake control system, vehicle and train |
| CN112849200A (en) * | 2021-02-08 | 2021-05-28 | 中车青岛四方机车车辆股份有限公司 | Vehicle holding brake control method, device and system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108382417B (en) | 2019-09-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108382417B (en) | The control system and method for a kind of rail vehicle and its adaptive train pipe level pressure | |
| WO2019095699A1 (en) | Rail train brake control system and train | |
| CN102602386B (en) | Method and system for braking high-speed train and brake control device | |
| CN102145689A (en) | Detecting method and device for failure of automatic air brake system of train | |
| CN101423056B (en) | Control device and method for urban rail vehicle rail transportation | |
| CN107444371B (en) | A kind of magnetic-levitation train and its braking control system and method | |
| CN103381798B (en) | The electro-pneumatic brake control device of rail traffic vehicles and control method thereof | |
| AU2016305330B2 (en) | System for controlling a railway train for the transport of goods comprising a plurality of locomotives | |
| WO2008070242A3 (en) | Method and apparatus for limiting in-train forces of a railroad train | |
| CN104590311B (en) | Locomotive Brake System control device and method | |
| CN110949342B (en) | Air braking parking control method and system for railway vehicle | |
| US11479219B2 (en) | Vehicle control system | |
| CN110667656B (en) | Control method and device | |
| CN102649436B (en) | Electric locomotive shunting control method, device and system | |
| CN105128840B (en) | The method and apparatus for controlling control unit for vehicle Safe withdrawing in ECP system | |
| WO2006010167A3 (en) | Method for vehicle braking control utilizing dynamic force proportioning based on wheel loads | |
| CN112937537B (en) | Rail vehicle brake adjusting method and device | |
| CN111086533B (en) | Traction brake control method, system and equipment of rescue vehicle | |
| US5740029A (en) | Software algorithm providing dynamic configuration of dead band control criteria within a micro based real time process control environment | |
| CN114261378B (en) | Urban rail train, braking force management method and system thereof and EBCU (electronic brake Unit) | |
| CN115158398B (en) | Architecture implementation method based on traction braking fusion control system | |
| CN111055858A (en) | CTCS-2 level vehicle-mounted control equipment control method and equipment | |
| CN201291855Y (en) | Control device for whole-column interposition rail transport of urban rail cars | |
| CN111497899A (en) | Control method of suspension type monorail vehicle | |
| US20150012197A1 (en) | Enhanced regenerative braking control method for brake booster pressure build-up delay compensation |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |