CN109747665B - Train braking-to-traction electric-air coordination control method and system - Google Patents
Train braking-to-traction electric-air coordination control method and system Download PDFInfo
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- CN109747665B CN109747665B CN201711070254.0A CN201711070254A CN109747665B CN 109747665 B CN109747665 B CN 109747665B CN 201711070254 A CN201711070254 A CN 201711070254A CN 109747665 B CN109747665 B CN 109747665B
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Abstract
The invention discloses a train braking-traction electric-air coordination control method, which comprises the following steps: the TCMS sends a traction signal to the DCU and the EBCU; the DCU carries out fading of electric braking force according to the traction signal, and the EBCU carries out fading of air braking force according to the traction signal; when the air braking force subsides to zero, the EBCU sends a braking release relay signal to the DCU; when the DCU fades to zero within the limit duration from the time when the traction signal is received and receives the brake release relay signal, the electric brake force complete fading signal determined according to the brake release relay signal, the electric brake force fading to zero and the obtained vehicle speed signal are used for traction control. By applying the technical scheme provided by the embodiment of the invention, the condition of abnormal locking of the traction of the DCU is reduced. The invention also discloses a train braking-to-traction electric-air coordination control system, which has corresponding technical effects.
Description
Technical Field
The invention relates to the technical field of train control, in particular to a train braking-to-traction electric-air coordination control method and system.
Background
Rail transit trains sometimes need to be converted from a braking condition to a traction condition, i.e., braking to traction, and this process mainly involves TCMS (Train Control and Management System), DCU (Drive Control Unit), and EBCU (Electric Brake Control Unit). Referring to fig. 1, which is a schematic view of a topology structure of a train, in fig. 1, there are two trailers and four motor trains, and a train braking management system TCMS is used for braking and towing. Specifically, the DCU located in the four railcars can receive a traction command for traction control, and the EBCUs located in the four railcars and the two trailers can receive a braking command and cooperate with the DCU to execute electric-air coordination control. The EBCUs and the DCUs can perform data interaction through the network.
When a train is braked and pulled, the EBCU and the DCU are required to quit braking force, then the DCU is used for traction control, and the method for quitting the braking force of the EBCU and the DCU is power-off cooperation control and mainly comprises the following six steps:
the first step is as follows: the TCMS sends the pull signal to the EBCU and DCU, which presents a network delay, typically 0.4 seconds. The second step is that: and the DCU receives the traction signal and then carries out the extinction of the electric braking force, and the maximum time consumed when the electric braking force is completely extinguished to zero is usually 1.87 seconds. The third step: after the electric brake force subsides to zero, the DCU sends an electric brake force complete subside signal to the EBCU via the TCSM, which typically has a network latency of 0.6 seconds. The fourth step: the EBCU performs air brake force fading after receiving the electric brake force complete fading signal, and the longest time of the step is usually 1 second. The fifth step: after the air brake force is fully released, the EBCU sends a brake release relay signal to the DCU, a delay of typically 0.6 seconds for this step. And a sixth step: after receiving the brake release relay signal, the DCU determines whether to carry out traction control or traction blocking according to the brake release relay signal and the vehicle speed signal.
In the six steps, the maximum delay time of the brake rotation traction can be obtained to be 4.47 seconds. Normally, when the DCU does not receive the brake release relay signal within 4 seconds after receiving the traction signal, the DCU will perform traction lockout, which belongs to traction abnormal lockout. That is, when the train is braking to traction, the time interval between the DCU receiving the traction signal and the brake release relay signal should be less than 4 seconds, but in some cases, the time interval may exceed 4 seconds. For example, when the delay time is 4.47 seconds, the DCU does not receive the brake release relay signal 4 seconds after receiving the traction signal, and the reason for not receiving the brake release relay signal is that the delay time is 4.47 seconds instead of other reasons, such as that the air brake force is not normally subsided, and finally the abnormal blockage of the traction is caused by the delay time of the braking to traction. Further, 4 seconds is a limit time for the DCU determination, which increases the risk of the vehicle running if the limit time is lengthened to avoid the abnormal traction block in the above-described case.
In summary, how to reduce the occurrence of abnormal locking of the DCU traction when the braking and turning traction of the train is performed is a technical problem which needs to be solved urgently by those skilled in the art at present.
Disclosure of Invention
The invention aims to provide a train braking-to-traction electric-air coordination control method and system, which reduce the occurrence of abnormal locking of the traction of a DCU.
In order to solve the technical problems, the invention provides the following technical scheme:
a train braking-traction electric-air coordination control method comprises the following steps:
the train brake management system TCMS sends a traction signal to a traction control unit DCU and an electric brake control unit EBCU;
the DCU carries out the fading of the electric braking force according to the traction signal, and the EBCU carries out the fading of the air braking force according to the traction signal;
when the air braking force subsides to zero, the EBCU sends a brake release relay signal to the DCU;
when the DCU fades to zero within the limit time length from the time when the traction signal is received and receives the brake release relay signal, the traction control is carried out according to the brake release relay signal, the electric braking force complete fading signal determined when the electric braking force fades to zero and the obtained vehicle speed signal.
Preferably, the DCU performs the cancellation of the electric braking force according to the traction signal, and includes:
and the DCU carries out the regression of the electric braking force according to the traction signal and a rule that the regression impact rate of the electric braking force is not higher than a preset electric regression impact rate threshold value in the regression process of the electric braking force.
Preferably, the EBCU performs air brake force cancellation according to the traction signal, and includes:
and the EBCU performs the regression of the air braking force according to the traction signal and the rule that the regression impact rate of the air braking force is not higher than a preset air regression impact rate threshold value in the regression process of the air braking force.
Preferably, the EBCU sends a brake release relay signal to the DCU, including:
the EBCU controls the closing of the air brake pressure switch and sends a brake release relay signal to the DCU through the vehicle circuitry.
Preferably, when the DCU fades to zero within a preset limit time period from the receipt of the traction signal and does not receive the brake release relay signal, the method further includes:
and (5) carrying out traction blocking and outputting prompt information.
A train braking-to-traction electric air-brake coordination control system comprises: the train brake management system TCMS, the traction control unit DCU and the electric brake control unit EBCU;
the TCMS is used for sending a traction signal to the DCU and the EBCU;
and the DCU is used for carrying out withdrawal of the electric braking force according to the traction signal, when the electric braking force is withdrawn to zero within a limit time length from the time when the traction signal is received, and when a brake release relay signal is received, carrying out traction control according to the brake release relay signal, a complete withdrawal signal of the electric braking force determined when the electric braking force is withdrawn to zero, and an obtained vehicle speed signal.
The EBCU is used for carrying out the cancellation of the air braking force according to the traction signal while the DCU carries out the cancellation of the electric braking force according to the traction signal; sending the brake release relay signal to the DCU when the air brake force subsides to zero.
Preferably, the DCU is specifically configured to:
and according to the traction signal, carrying out the cancellation of the electric braking force according to a rule that the cancellation impact rate of the electric braking force is not higher than a preset electric cancellation impact rate threshold value in the cancellation process of the electric braking force.
Preferably, the EBCU is specifically configured to:
and according to the traction signal, carrying out recession of the air braking force according to a rule that the recession impact rate of the air braking force is not higher than a preset air recession impact rate threshold value in the recession process of the air braking force.
Preferably, the EBCU is specifically configured to:
controlling the closing of an air brake pressure switch and sending a brake release relay signal to the DCU via a vehicle circuit.
Preferably, the system further comprises a prompt information output module, configured to:
and when the DCU fades to zero within a preset limit time from the moment the DCU receives the traction signal and does not receive the brake release relay signal, carrying out traction blocking and outputting prompt information.
By applying the technical scheme provided by the embodiment of the invention, the train brake management system TCMS sends a traction signal to the traction control unit DCU and the electric brake control unit EBCU; the DCU carries out fading of electric braking force according to the traction signal, and the EBCU carries out fading of air braking force according to the traction signal; when the air braking force subsides to zero, the EBCU sends a braking release relay signal to the DCU; when the DCU fades to zero within the limit duration from the time when the traction signal is received and receives the brake release relay signal, the electric brake force complete fading signal determined according to the brake release relay signal, the electric brake force fading to zero and the obtained vehicle speed signal are used for traction control.
The TCMS sends a traction signal to the DCU and the EBCU, the DCU carries out fading of the electric braking force according to the traction signal, and the EBCU carries out fading of the air braking force according to the traction signal, compared with the prior art that the electric braking force is sent to the EBCU after being faded to zero, the network delay of the process that the DCU sends the electric braking force complete fading signal does not exist, the EBCU receives the electric braking force complete fading signal, and because the EBCU carries out fading of the air braking force simultaneously, the time consumption of the EBCU for fading the air braking force is smaller than the time consumption of the DCU for fading the electric braking force, compared with the prior art, the time consumption of the EBCU for fading the air braking force is saved. That is to say, the scheme of the invention reduces the delay of the braking rotation traction, and the reduced delay is at least the sum of the consumed time of the EBCU for air braking force fading and the network delay of the DCU for sending the electric braking force complete fading signal, and the EBCU receives the network delay of the process of the electric braking force complete fading signal, so that the interval between the DCU receiving the traction signal and the brake release relay signal is reduced, and the occurrence of abnormal locking of the DCU traction is reduced.
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 some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic view of a topology of a train;
FIG. 2 is a flowchart illustrating an exemplary method for controlling the electric-air coordination of braking-to-traction of a train according to the present invention;
fig. 3 is a schematic structural diagram of a train braking-to-traction electric-air coordination control system according to the present invention.
Detailed Description
The core of the invention is to provide a train braking-to-traction electric air coordination control method, a DCU carries out regression of electric braking force according to a traction signal, an EBCU carries out regression of air braking force according to the traction signal, and network delay in the process that the DCU sends a complete regression signal of the electric braking force and the EBCU receives the complete regression signal of the electric braking force does not exist, so that the delay of braking-to-traction is reduced, and the occurrence of abnormal blockage of the traction of the DCU is reduced.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. 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.
Referring to fig. 2, a flowchart of an implementation of a train braking-traction electric air-brake coordination control method according to the present invention is shown, and the method includes the following steps:
s201: the train brake management system TCMS sends a traction signal to the traction control unit DCU and the electric brake control unit EBCU.
When a train needs to perform braking-to-traction, for example, a brake working condition of a driver control room of the train changes to a traction working condition, the train brake management system TCMS sends a traction signal to the traction control unit DCU and the electric brake control unit EBCU, and network delay exists in the process, which is usually 0.4 second. Of course, the network delay in this process may vary in particular embodiments, such as by the network data transmission rate of a particular train, and does not affect the implementation of the present invention. It should be noted that there may be a plurality of DCUs in the train, and the DCU receiving the traction signal means that each DCU receives the traction signal, and the EBCU also does so.
The operation of step S202 may be performed after the TCMS sends a traction signal to the DCU as well as the EBCU.
S202: the DCU performs electric braking force cancellation according to the traction signal, and the EBCU performs air braking force cancellation according to the traction signal.
As is clear from the description of the background art, when the train is braked and pulled, the TCMS sends a traction signal to the DCU and the EBCU, and the DCU cancels the electric braking force.
The scheme of the invention modifies the electric air-brake matching flow of the EBCU and the DCU during braking and traction, the DCU carries out the cancellation of the electric braking force according to the traction signal, and the EBCU carries out the cancellation of the air braking force according to the traction signal. After receiving the traction signal, the DCU may perform the cancellation of the electric braking force according to a certain impact rate. After receiving the traction signal, the EBCU may perform air brake force cancellation at a certain magnitude of impact rate. Generally, the air braking force will fade away in preference to the electric braking force.
S203: when the air brake force subsides to zero, the EBCU sends a brake release relay signal to the DCU.
And the EBCU fades the air braking force according to the traction signal, and sends a braking release relay signal to the DCU when the air braking force fades to zero.
In one particular embodiment, the EBCU may control the closing of the air brake pressure switch when the air brake force subsides to zero and send a brake release relay signal to the DCU via the vehicle circuitry. There is also a delay in the transmission of the brake release relay signal by the EBCU to the DCU and the reception of the brake release relay signal by the DCU, which in the embodiment where the brake release relay signal is transmitted to the DCU via the vehicle circuitry comes primarily from the closing of the air brake pressure switch, which is typically 0.6 seconds, i.e., the pressure switch typically takes 0.6 seconds to fully close.
The operation of step S204 may be performed after the EBCU sends the brake release relay signal to the DCU.
S204: when the DCU fades to zero within the limit duration from the time when the traction signal is received and receives the brake release relay signal, the electric brake force complete fading signal determined according to the brake release relay signal, the electric brake force fading to zero and the obtained vehicle speed signal are used for traction control.
The electric braking force is faded out after the DCU receives the traction signal, and the electric braking force fades to zero. That is, when the electric braking force is completely faded, the electric braking force complete fading signal can be determined. When the air brake force subsides to zero, the EBCU sends a brake release relay signal to the DCU, and the DCU can receive the brake release relay signal.
When the air braking force and the electric braking force are normally subsided, the DCU subsides the electric braking force to zero within a limit time period from the receipt of the traction signal, and may receive a brake release relay signal. And when the DCU receives the brake release relay signal, carrying out traction control according to the brake release relay signal, the determined electric braking force complete fading signal when the electric braking force fades to zero, and the obtained vehicle speed signal. The vehicle speed signal may be measured by a sensor and sent to the DCU. The limit duration is a preset duration which can be set and adjusted according to actual conditions, but in general, the limit duration is set to 4 seconds at most.
For example, in one embodiment, the network latency for the TCMS to send the pulling signal to the DCU and the EBCU is 0.4 seconds. The maximum time delay required for complete fade-out of the electric brake force is 1.87 seconds, and the maximum time delay for complete fade-out of the air brake force is 1 second. The EBCU sends a brake release relay signal to the DCU, which takes 0.6 seconds. Since the fading of the air braking force and the fading of the electric braking force are performed simultaneously, and there is no process that the DCU sends a signal for complete fading of the electric braking force to the EBCU, and the EBCU receives the signal for complete fading of the electric braking force, there is no network delay of the process, so that the maximum delay of the brake rotor traction in the embodiment can be obtained to be 2.87 seconds, and abnormal blockage of the traction caused by the delay of the brake rotor traction is avoided. For example, in the prior art, the network delay of the DCU sending the electric braking force complete fade signal and the network delay of the EBCU receiving the electric braking force complete fade signal are 0.6 seconds, and in a specific embodiment, the network delay of the EBCU receiving the electric braking force complete fade signal needs 1 second, so that in this embodiment of the present scheme, the delay is reduced by at least 1.6 seconds.
By applying the technical scheme provided by the embodiment of the invention, the train brake management system TCMS sends a traction signal to the traction control unit DCU and the electric brake control unit EBCU; the DCU carries out fading of electric braking force according to the traction signal, and the EBCU carries out fading of air braking force according to the traction signal; when the air braking force subsides to zero, the EBCU sends a braking release relay signal to the DCU; when the DCU fades to zero within the limit duration from the time when the traction signal is received and receives the brake release relay signal, the electric brake force complete fading signal determined according to the brake release relay signal, the electric brake force fading to zero and the obtained vehicle speed signal are used for traction control.
The TCMS sends a traction signal to the DCU and the EBCU, the DCU carries out fading of the electric braking force according to the traction signal, and the EBCU carries out fading of the air braking force according to the traction signal, compared with the prior art that the electric braking force is sent to the EBCU after being faded to zero, the network delay of the process that the DCU sends the electric braking force complete fading signal does not exist, the EBCU receives the electric braking force complete fading signal, and because the EBCU carries out fading of the air braking force simultaneously, the time consumption of the EBCU for fading the air braking force is smaller than the time consumption of the DCU for fading the electric braking force, compared with the prior art, the time consumption of the EBCU for fading the air braking force is saved. That is to say, the scheme of the invention reduces the delay of the braking rotation traction, and the reduced delay is at least the sum of the consumed time of the EBCU for air braking force fading and the network delay of the DCU for sending the electric braking force complete fading signal, and the EBCU receives the network delay of the process of the electric braking force complete fading signal, so that the interval between the DCU receiving the traction signal and the brake release relay signal is reduced, and the occurrence of abnormal locking of the DCU traction is reduced.
In one embodiment of the present invention, the DCU performing the cancellation of the electric braking force according to the traction signal in step S202 includes:
and the DCU carries out the regression of the electric braking force according to the traction signal and the rule that the regression impact rate of the electric braking force is not higher than the preset electric regression impact rate threshold value in the regression process of the electric braking force.
The DCU can perform the cancellation of the electric braking force according to a certain impact rate, and in the embodiment, the DCU performs the cancellation of the electric braking force according to the traction signal and according to a rule that the cancellation impact rate of the electric braking force is not higher than a preset electric cancellation impact rate threshold value in the cancellation process of the electric braking force. The electroregressive impact rate threshold can be set and adjusted according to actual conditions, and can be generally set to be 0.6m/s3To ensure the comfort of the passengers on the train, the maximum time for complete decay of the electric brake force is typically 1.87 seconds. Of course, the smaller the deceleration of the train in a particular situation, the shorter the time it takes for the electric brake force to completely subside.
In one embodiment of the present invention, the EBCU performing the air brake fade according to the traction signal in step S202 includes:
and the EBCU fades the air braking force according to the traction signal and the rule that the fading impact rate of the air braking force is not higher than a preset air fading impact rate threshold value in the fading process of the air braking force.
The EBCU fades the air braking force according to the received traction signal, and the EBCU can fade the air braking force according to the impact rate with a certain magnitude. In this embodiment, the EBCU may perform recession of the air braking force according to the rule that the recession impact rate of the air braking force is not higher than the preset air recession impact rate threshold during the recession of the air braking force according to the traction signal, and the air recession impact rate threshold may be set and adjusted according to the actual situation, and may be set to be 0.15m/s in general3The maximum time for the air brake force to completely subside is generally 1 second.
In an embodiment of the present invention, when the DCU fades to zero within a preset limit time period from the receipt of the traction signal and does not receive the brake release relay signal, the method further includes:
and (5) carrying out traction blocking and outputting prompt information.
Due to the scheme of the invention, the delay of braking and traction is greatly reduced, when the DCU fades the electric braking force to zero within the preset limit time from the moment of receiving the traction signal and does not receive the signal of the brake release relay, probably caused by the factors that the air braking force is not actually released and the like, the DCU can carry out traction blocking and output prompt information so as to ensure the guiding safety of the vehicle and achieve the purpose of protecting wheels. The output prompt message can draw the attention of related staff to check whether the traction blocking is traction abnormal blocking.
Corresponding to the above method embodiment, the embodiment of the present invention further provides a train braking-to-traction electric air coordination control system, and the train braking-to-traction electric air coordination control system described below and the train braking-to-traction electric air coordination control system method described above may be referred to correspondingly.
Referring to fig. 3, a schematic structural diagram of a train braking-to-traction electric air-brake coordination control system according to the present invention is shown, and the system includes: a train brake management system TCMS301, a traction control unit DCU302 and an electric brake control unit EBCU 303;
TCMS301 for sending traction signals to DCU302 and EBCU 303;
and the DCU302 is used for carrying out traction control according to the traction signal, when the electric braking force is reduced to zero within a limit time length from the time when the traction signal is received, and the braking release relay signal is received, the electric braking force complete reduction signal determined according to the braking release relay signal and the electric braking force reduced to zero, and the obtained vehicle speed signal.
An EBCU303 for performing fade-out of air brake force according to the traction signal while the DCU302 performs fade-out of electric brake force according to the traction signal; when the air brake force subsides to zero, a brake release relay signal is sent to the DCU 302.
In an embodiment of the present invention, DCU302 is specifically configured to:
and according to the traction signal, carrying out the cancellation of the electric braking force according to a rule that the cancellation impact rate of the electric braking force is not higher than a preset electric cancellation impact rate threshold value in the cancellation process of the electric braking force.
In an embodiment of the present invention, the EBCU303 is specifically configured to:
and according to the traction signal, carrying out air braking force fading according to a rule that the fading impact rate of the air braking force is not higher than a preset air fading impact rate threshold value in the fading process of the air braking force.
In an embodiment of the present invention, the EBCU303 is specifically configured to:
controls the closing of the air brake pressure switch and sends a brake release relay signal to the DCU302 via the vehicle circuitry.
In a specific embodiment of the present invention, the system further includes a prompt information output module, configured to:
when the DCU302 fades to zero within a preset limit time from the moment of receiving the traction signal and does not receive the signal of the brake release relay, the traction is blocked and prompt information is output.
The embodiments are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same or similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The principle and the implementation of the present invention are explained in the present application by using specific examples, and the above description of the embodiments is only used to help understanding the technical solution and the core idea of the present invention. 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 (10)
1. A train braking-traction electric-air coordination control method is characterized by comprising the following steps:
the train brake management system TCMS sends a traction signal to a traction control unit DCU and an electric brake control unit EBCU;
the DCU carries out the fading of the electric braking force according to the traction signal, and the EBCU carries out the fading of the air braking force according to the traction signal;
when the air braking force subsides to zero, the EBCU sends a brake release relay signal to the DCU;
when the DCU fades to zero within the limit time length from the time when the traction signal is received and receives the brake release relay signal, the traction control is carried out according to the brake release relay signal, the electric braking force complete fading signal determined when the electric braking force fades to zero and the obtained vehicle speed signal.
2. The method of claim 1, wherein the DCU performing the deration of the electric braking force based on the traction signal comprises:
and the DCU carries out the regression of the electric braking force according to the traction signal and a rule that the regression impact rate of the electric braking force is not higher than a preset electric regression impact rate threshold value in the regression process of the electric braking force.
3. The method of claim 2, wherein the EBCU performs air brake force cancellation based on the traction signal, comprising:
and the EBCU performs the regression of the air braking force according to the traction signal and the rule that the regression impact rate of the air braking force is not higher than a preset air regression impact rate threshold value in the regression process of the air braking force.
4. The method of claim 1, wherein the EBCU sends a brake mitigation relay signal to the DCU, comprising:
the EBCU controls the closing of the air brake pressure switch and sends a brake release relay signal to the DCU through the vehicle circuitry.
5. The method of any of claims 1 to 4, wherein when the DCU subsides to zero within a preset limit time period from receipt of the traction signal and the brake release relay signal is not received, further comprising:
and (5) carrying out traction blocking and outputting prompt information.
6. The utility model provides a train braking changes traction electricity and does not cooperate control system which characterized in that includes: the train brake management system TCMS, the traction control unit DCU and the electric brake control unit EBCU;
the TCMS is used for sending a traction signal to the DCU and the EBCU;
the DCU is used for carrying out withdrawal of the electric braking force according to the traction signal, when the electric braking force is withdrawn to zero within a limit time length from the time when the traction signal is received, and when a brake release relay signal is received, carrying out traction control according to the brake release relay signal, a complete withdrawal signal of the electric braking force determined when the electric braking force is withdrawn to zero, and an obtained vehicle speed signal;
the EBCU is used for carrying out the cancellation of the air braking force according to the traction signal while the DCU carries out the cancellation of the electric braking force according to the traction signal; sending the brake release relay signal to the DCU when the air brake force subsides to zero.
7. The system of claim 6, wherein the DCU is specifically configured to:
and according to the traction signal, carrying out the cancellation of the electric braking force according to a rule that the cancellation impact rate of the electric braking force is not higher than a preset electric cancellation impact rate threshold value in the cancellation process of the electric braking force.
8. The system of claim 7, wherein the EBCU is specifically configured to:
and according to the traction signal, carrying out recession of the air braking force according to a rule that the recession impact rate of the air braking force is not higher than a preset air recession impact rate threshold value in the recession process of the air braking force.
9. The system of claim 6, wherein the EBCU is specifically configured to:
controlling the closing of an air brake pressure switch and sending a brake release relay signal to the DCU via a vehicle circuit.
10. The system according to any one of claims 6 to 9, further comprising a prompt information output module for:
and when the DCU fades to zero within a preset limit time from the moment the DCU receives the traction signal and does not receive the brake release relay signal, carrying out traction blocking and outputting prompt information.
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| CN112440953B (en) | 2019-08-30 | 2022-04-15 | 比亚迪股份有限公司 | Vehicle and braking method and device thereof |
| CN112440957B (en) | 2019-08-30 | 2022-07-15 | 比亚迪股份有限公司 | Vehicle and braking method and device thereof |
| CN112440954B (en) * | 2019-08-30 | 2022-07-15 | 比亚迪股份有限公司 | Vehicle and braking method and device thereof |
| CN113562027B (en) * | 2020-04-29 | 2023-08-08 | 比亚迪汽车工业有限公司 | Train protection method, device, computer equipment and storage medium |
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| CN105346556B (en) * | 2015-11-30 | 2017-08-25 | 长春轨道客车股份有限公司 | The city railway vehicle brake force management method of brake force is distributed based on TCMS |
| CN105365850B (en) * | 2015-12-04 | 2017-05-17 | 广州电力机车有限公司 | Tramcar network control system |
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