CN109693653A - A kind of anti-skidding protection control method of locomotive axle - Google Patents
A kind of anti-skidding protection control method of locomotive axle Download PDFInfo
- Publication number
- CN109693653A CN109693653A CN201811457672.XA CN201811457672A CN109693653A CN 109693653 A CN109693653 A CN 109693653A CN 201811457672 A CN201811457672 A CN 201811457672A CN 109693653 A CN109693653 A CN 109693653A
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- speed
- calculated
- compensation
- skidding
- locomotive axle
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Classifications
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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
- B60T8/172—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
- B60T8/1701—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
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
-
- 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
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
- G06F17/10—Complex mathematical operations
Abstract
The invention proposes a kind of anti-skidding protection control methods of locomotive axle, so that the input parameter of WSP model is more direct, more efficient, sensitiveer.This method comprises: 1) speed acquisition: with the pulse collection of velocity sensor, wheel footpath, the number of teeth calculate in advance one compensate before speed, it is related to the compensation speed of previous calculating cycle wherein require to carry out correction factor real-time update；2) speed calculates: calculating speed reference, speed difference and slip rate uniform velocity correlated variables；3) WSP output control: carrying out anti-skidding judgement using slip rate and speed difference, corresponding selection it is different the operation such as slide grade, and then execute pressurising, pressure maintaining, row pressure, to complete the air damping to locomotive axle.
Description
Technical field
The present invention relates to a kind of anti-skidding protection control methods of locomotive axle.
Background technique
Chinese rail travel development is getting faster, and high-speed rail, subway, rail bus etc. play blood for urbanization process
The great function of pipe transport.With stepping up for the speed of service, operating pressure is increasing, especially wants to stopping power
Ask higher and higher.Acceleration is the promotion to service comfort level, and slowing down is to safe and reliable guarantee.Braking is exactly deceleration system
Core, that is, guarantee the most important condition of rail travel safety, it is necessary to reliable and effective.
It further says, brake operating is embodied, and be the core function using anti-skidding protection as braking system.Subtracting
In speed, anti-skidding protection needs the moment in the open state, and the deceleration distance of wheel track is safe lifeline.
Rail cars braking system is driving basis, the speed sampling that the anti-skidding protection model of conventional WSP provides with wheel shaft
It is the umber of pulse N collected by velocity sensor, uses formula
It is calculated.Calculation direct convenience cannot but change with wheel diameter variation, and when speed is higher, precision is lower.Together
When, have to use linear method meter in every section of velocity interval using fixed segments formula in anti-skidding judgement using the method
Speed difference dividing value is calculated, operation is simplified, but also leads to anti-skidding inefficiency.Moreover, the method is more to speed difference consideration, but neglect
Influence of the variation speed of deceleration to brake force stability is omited.The defect of old model is fundamentally the simplification of mathematical model
It is caused, although facilitate program operation, lacked precision and error compensation so that using when braking ability can not be increased to more
It is high-level.
Summary of the invention
In order to adapt to the requirement of highly sensitive, high non-skid property, the invention proposes a kind of new anti-skidding guarantors of locomotive axle
Control method is protected, in conjunction with actual needs, so that the input parameter of WSP model is more direct, more efficient, sensitiveer.
The present invention is based on the conventional anti-skidding protection models of WSP, to the input parameter of this model: speed reference, speed difference, and
Slip rate has all carried out new mathematical model processing.Parameter after treatment for protection model anti-skidding for WSP, more has
Conducive to anti-skidding judgement and control.Specific technical solution is as follows:
A kind of anti-skidding protection control method of locomotive axle, includes the following links:
1) speed acquisition
The speed pulse signal for acquiring velocity sensor, is denoted as TIME, and obtain wheel footpath W, tooth number Z, adds correction factor
K1, speed before compensatingThe adjusted coefficient K1Subsequent wheel footpath compensation is participated in so that every locomotive
Treated on wheel shaft, and velocity amplitude will be unrelated with the value of wheel footpath W；
2) speed calculates
2.1) calculate speed VD after wheel footpath compensation
Speed V before being compensated by trigonometric functionCIt is converted into angular speed, is then corrected by multinomial heredity, wheel is eliminated
Influence of the diameter difference to speed finally obtains speed V after wheel footpath compensationD；
2.2) calculating speed difference Δ VDWith deceleration aD
Speed V after speed after the compensation of acquisition other axis of locomotive, with the wheel footpath compensation of target locomotive axleDIt carries out comprehensive flat
, speed average is obtainedThen 1/2 filtering is carried out, speed difference Δ V is calculatedDAre as follows:
The variable for wherein having footmark, indicates last calculated result；
Further obtain deceleration aDAre as follows:
2.3) slip rate S is calculated
Weighted mean velocity V is calculated according to the speed of each wheel shaft of locomotiveW；
Slip rate is calculated
3) WSP output control
By deceleration aDWith slip rate S as two judgement variable common combinations generate it is corresponding slide grade, form phase
That answers slides control command, is sent to brake control.
Based on above scheme, the present invention has also further made following optimization:
Link 1) in,
Wherein variable VC' indicate the last anti-skidding velocity amplitude for determining to be calculated in the period.
Link 2.1) described in corrected by multinomial heredity, specifically: setting second-order matrix A=[A [0] A [1]], And with C=[C [0] C [1]],A second order compensation multinomial is collectively constituted, is mixed
Compensation result is obtained after closing operationWherein:
Wherein the variable with footmark (is related to VC', X ') indicate the last anti-skidding value for determining to be calculated in the period；K2
It is the empirical value that mathematical simulation simulates, indicates that a critical trigonometric function value, angular velocity are balanced；
1/2 filtering is carried out to compensation result X, speed VD after final wheel footpath compensation is calculated:
Link 2.2) in, speed average is averagely obtained by synthesisSpecifically:
Other axle speeds are denoted as Vj *, remove a maximum value after summation, then with speed after the wheel footpath compensation of target locomotive axle
Degree VD is averaged, according to the following formula calculating speed average value
Wherein, N expression participates in average axle speed number in total.
Link 2.3) in, the weighted mean velocity VWIt calculates according to the following formula:
Wherein WGHT is weight enumerator:
For link 2.3) in the slip rate S that is calculated, 1/2 filtering operation can be carried out again.
Correspondingly, the present invention also proposes a kind of storage equipment, wherein being stored with a plurality of instruction, a plurality of instruction is suitable for
It is loaded by processor and is successively executed to realize the step 2) in the anti-skidding protection control method of above-mentioned locomotive axle to step 3).
Correspondingly, the present invention also proposes that a kind of terminal, including processor and storage equipment, the storage equipment are stored with
A plurality of instruction, a plurality of instruction are suitable for being loaded by processor and successively being executed to realize that the anti-skidding protection of above-mentioned locomotive axle is controlled
Step 2) in method processed is to step 3).
The invention has the following advantages that
The present invention is based on the mathematical algorithm models of the anti-skidding protection control of WSP, are input with speed sampling, propose a second order
Matrix polynomial algorithm model completes wheel footpath compensation, and proposes a kind of multiaxis speed average algorithm, obtains significantly more efficient speed
Difference and slip rate.According to the present invention it is possible to more accurate, sensitive, stable speed correlated variables be calculated, and then in WSP
In anti-skidding protective module, anti-skidding judgement and anti-sliding control output can be carried out more accurately.
With the promotion of hardware technology, the present invention, which implements operating rate, can also meet the requirements, and calculation is more
Precision, calculated result are more efficient.
Detailed description of the invention
Fig. 1 is the principle of the present invention figure.
Specific embodiment
The present invention will be described in detail with reference to the accompanying drawings and examples.
The anti-skidding protection algorism model of locomotive axle of the invention is a closed loop control framework, including speed acquisition module,
Speed calculation module, WSP output control module three parts composition.As shown in Figure 1:
Speed acquisition module is speed before calculating a compensation in advance with the pulse collection of velocity sensor, wheel footpath, the number of teeth
Degree, wherein require to carry out correction factor real-time update, it is related to the compensation speed of previous calculating cycle.
Speed calculation module is core of the invention, and by mathematical model, correspondence calculates kernel variable: speed reference,
Speed difference and slip rate are then communicated to WSP output control module.
WSP output control module carries out anti-skidding judgement using slip rate and speed difference, and corresponding selection is different to slide
Grade, and then the operation such as execution pressurising, pressure maintaining, row pressure, to complete the air damping to locomotive axle.
It is described as follows:
1, speed acquisition module:
By the velocity pulse input of velocity sensor acquisition, it is denoted as TIME, according to each different Pulse sampling device standard,
It is scaled standard unit second.Wheel footpath W, tooth number Z can be obtained by CAN transmission by upper again, because the wheel shaft degree of wear is different, wheel
Diameter value be need calculate and update, so, the present invention attempt addition one adjusted coefficient K1, and wheel footpath compensation is carried out, so that
Treated on every axis, and speed signal will be unrelated with wheel footpath value.Speed difference determination method after then will be more accurate, and
The difference of wheel footpath will not impact the level of detection.Circular is as follows:
First calculate speed before compensating
Wherein
Wherein variable VC' indicate the last anti-skidding velocity amplitude for determining to be calculated in the period.
It is calculated by acquisition, obtains speed V before compensatingC.Next it needs to speed V before compensatingCIt is transmitted across with by CAN
Other section vehicle speeds come are handled jointly, obtain the crucial judgement variable such as speed difference, deceleration and slip rate.
2, speed calculation module:
1) calculating speed refers to VD:
Need to carry out wheel footpath compensation, the method for compensation is to convert angular speed for linear velocity by trigonometric function, is then led to
Multinomial heredity amendment is crossed, influence of the wheel footpath difference to speed is eliminated, finally obtains speed V after wheel footpath compensationD, that is, speed
Reference value, circular are as follows:
Consideration is protected using second order, is arranged second-order matrix A=[A [0] A [1]],And with C=[C [0] C
[1]],A second order compensation multinomial is collectively constituted, obtains compensation result after hybrid operation:
Continue to explain in detail wherein each element,
Wherein the single quotation marks of variable upper right corner addition (is related to VC', X ') indicate to calculate in the last anti-skidding judgement period
The value arrived.
Wherein in order to increase precision, the order of magnitude of X is increased 100 or more, wherein K2=707, expression one is critical
Trigonometric function value, angular velocity are balanced, herein K2It is the empirical value that mathematical simulation simulates.
The X being so calculated is the compensated value of wheel footpath, removes 100 times of precision conversion, further filters,
Available final compensation speed, filter strength can choose 1/2:
Compensating operation in this way, the influence that the speed after calculating can be made to be lost departing from wheel footpath, subtracts later
Speed, slip rate calculating in it is more accurate.
2) calculating speed difference Δ VDWith deceleration aD:
The axle speed that speed difference should not use single frame control structure is poor, and it is excessive so to calculate error rate.Permutation should be used
The difference of locomotive multi rack or multiaxis speed average and the reference velocity currently calculated, so can be to the anti-skidding judgement of permutation vehicle
Whole discussion is carried out, erroneous judgement is prevented.
Other axle speeds transmitted by CAN are denoted as V hereinj *, then remove wherein maximum value, then carry out with reference velocity
It is comprehensive average, an available most current speed average valueSpecific calculating is as follows:
Wherein N indicates that one shares N number of axle speed.
Then 1/2 filtering is carried out, speed difference is obtained are as follows:
Wherein increase footmark, indicate last calculated result, carries out PI adjusting herein, it is as a result more stable.
It has also been known that the value of deceleration simultaneously:
Because the sampling time be it is fixed, deceleration can directly use the difference of speed difference as calculated value, this is to sentence
A fixed anti-skidding key variables.
3) slip rate S is calculated:
Firstly, it is necessary to calculate the variable for being better able to embody limit velocity, weighted mean velocity VW:
Wherein WGHT is weight enumerator, in order to Rational choice maximum speed, and it is unlikely to fluctuate excessive, it leads
Cause error in judgement.Variation calculates as follows:
After obtaining weighted mean velocity, so that it may continue to calculate slip rate:
It can also carry out 1/2 filtering operation again herein, the processor time cycle specifically be seen, if wanting to the speed of service
It asks higher, can no longer do filtering operation.
3, WSP output control module:
WSP control output module will mainly calculate the variable finished, according to certain method of discrimination, determine to carry out
Anti-skidding protection.According to calculation, using percentage as judgment basis, sensitiveer stabilization.
Slip rate S can be used as one of judgement, and deceleration can determine variable as another.Common combination generation pair
That answers slides grade, that is, slides control command accordingly, and then pass to air-brake controlling device, carries out corresponding fill
Pressure, pressure maintaining and row pressure operation, complete the specific implementation of slide protective.
This sentence certain Type B subway 4 dynamic 2 drag 6 marshalling vehicles for, braking determines slip rate and deceleration value model
The judgement combination enclosed is detailed in following table:
Wherein critical value can require to be set according to the corresponding speed of locomotive, and the range of general S is 15%~20%,
To keep optimal adhesion.aDGeneral range be no more than 2m/s2?.
So far, clearly algorithm model is given to final anti-skidding protection judgement.Wherein, the calculating of speed difference and slip rate
Calculating be all by Derivation of Mathematical Model go out optimal solution.Using the calculated result of the model, anti-skidding judgement knot can be improved
The sensitivity of fruit, so that anti-skidding protection is more efficient, safety.
Claims (8)
1. a kind of anti-skidding protection control method of locomotive axle, which is characterized in that include the following links:
1) speed acquisition
The speed pulse signal for acquiring velocity sensor, is denoted as TIME, and obtain wheel footpath W, tooth number Z, adds adjusted coefficient K1, mend
Repay preceding speedThe adjusted coefficient K1Subsequent wheel footpath compensation is participated in so that every locomotive axle
Above treated, and velocity amplitude will be unrelated with the value of wheel footpath W；
2) speed calculates
2.1) speed V after wheel footpath compensates is calculatedD
Speed V before being compensated by trigonometric functionCIt is converted into angular speed, is then corrected by multinomial heredity, wheel footpath difference is eliminated
Influence to speed finally obtains speed V after wheel footpath compensationD；
2.2) calculating speed difference Δ VDWith deceleration aD
Speed V after speed after the compensation of acquisition other axis of locomotive, with the wheel footpath compensation of target locomotive axleDIt is average to carry out synthesis, obtains
To speed averageThen 1/2 filtering is carried out, speed difference Δ V is calculatedDAre as follows:
The variable for wherein having footmark, indicates last calculated result；
Further obtain deceleration aDAre as follows:
2.3) slip rate S is calculated
Weighted mean velocity V is calculated according to the speed of each wheel shaft of locomotiveW；
Slip rate is calculated
3) WSP output control
By deceleration aDWith slip rate S as two judgement variable common combinations generate it is corresponding slide grade, formed corresponding sliding
Row control command, is sent to brake control.
2. the anti-skidding protection control method of locomotive axle according to claim 1, it is characterised in that:
Link 1) in,
Wherein variable VC' indicate the last anti-skidding velocity amplitude for determining to be calculated in the period.
3. the anti-skidding protection control method of locomotive axle according to claim 2, it is characterised in that:
Link 2.1) described in corrected by multinomial heredity, specifically: setting second-order matrix A=[A [0] A [1]], And with C=[C [0] C [1]],A second order compensation multinomial is collectively constituted, is mixed
Compensation result is obtained after operationWherein:
Wherein the variable with footmark indicates the last anti-skidding value for determining to be calculated in the period；K2It is that mathematical simulation simulates
Empirical value, indicate a critical trigonometric function value, angular velocity is balanced；
1/2 filtering is carried out to compensation result X, speed V after final wheel footpath compensation is calculatedD:
4. the anti-skidding protection control method of locomotive axle according to claim 2, it is characterised in that:
Link 2.2) in, speed average is averagely obtained by synthesisSpecifically:
Other axle speeds are denoted as Vj *, remove a maximum value after summation, then with speed V after the wheel footpath compensation of target locomotive axleD
It is averaged, according to the following formula calculating speed average value
Wherein, N expression participates in average axle speed number in total.
5. the anti-skidding protection control method of locomotive axle according to claim 4, it is characterised in that:
Link 2.3) in, the weighted mean velocity VWIt calculates according to the following formula:
Wherein WGHT is weight enumerator:
6. the anti-skidding protection control method of locomotive axle according to claim 1, it is characterised in that:
For link 2.3) in the slip rate S that is calculated, then carry out 1/2 filtering operation.
7. a kind of storage equipment, wherein being stored with a plurality of instruction, it is characterised in that: a plurality of instruction is suitable for being added by processor
It carries and successively executes to realize the step 2) in the anti-skidding protection control method of locomotive axle described in claim 1 to step 3).
8. a kind of terminal, including processor and storage equipment, the storage equipment are stored with a plurality of instruction, it is characterised in that:
The a plurality of instruction is suitable for being loaded as processor and successively being executed to realize the anti-skidding protection control of locomotive axle described in claim 1
Step 2) in method processed is to step 3).
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| CN201811457672.XA CN109693653B (en) | 2018-11-30 | 2018-11-30 | Locomotive wheel axle anti-skid protection control method |
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| CN201811457672.XA CN109693653B (en) | 2018-11-30 | 2018-11-30 | Locomotive wheel axle anti-skid protection control method |
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| CN110329229A (en) * | 2019-07-30 | 2019-10-15 | 任涛 | A kind of adjustable vehicle ABS anti-lock braking system demarcated |
| CN112339727A (en) * | 2019-08-07 | 2021-02-09 | 中车唐山机车车辆有限公司 | Rail vehicle antiskid control method and device and rail vehicle system |
| CN113071457A (en) * | 2020-01-03 | 2021-07-06 | 中车唐山机车车辆有限公司 | Train antiskid control method and antiskid control device |
| CN110329229B (en) * | 2019-07-30 | 2024-05-10 | 任涛 | Adjustable and calibratable vehicle ABS (anti-lock braking system) |
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