CN109774690A - The brake control method and device of train - Google Patents
The brake control method and device of train Download PDFInfo
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- CN109774690A CN109774690A CN201711116956.8A CN201711116956A CN109774690A CN 109774690 A CN109774690 A CN 109774690A CN 201711116956 A CN201711116956 A CN 201711116956A CN 109774690 A CN109774690 A CN 109774690A
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Abstract
The present invention proposes the brake control method and device of a kind of train, wherein method includes: to obtain train braking instruction；It is instructed according to train braking, brake force needed for obtaining the target compartment of train；Wherein, target compartment is any one compartment in all compartments of train；Obtain the brake force of the first traction control unit TCU in target compartment；According to the number of brake force needed for target compartment and the first TCU, the average demand brake force of the first TCU is obtained；According to the average demand brake force of the brake force of the first TCU and the first TCU, applies brake force to target compartment and carry out control for brake.This method passes through when the brake force of the first TCU in any one compartment in train is less than average demand brake force, apply brake force to the compartment to be controlled, the gap between each section carriage brake power can be reduced, so that the deceleration of each compartment is identical, and then reduce the active force between compartment, the abrasion for reducing brake pad, increases the service life of vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a train brake control method and device.
Background
In the prior art, when the braking force is insufficient, the insufficient braking force is obtained by calculating the difference between the total braking force and the braking force demand value, and then the insufficient braking force is averagely compensated by each carriage in a mechanical braking mode, namely, the mechanical braking force is averagely compensated on each carriage to control the deceleration of the whole vehicle.
However, in practice, there is still a surplus of the electric braking force on some cars, and the above-mentioned method of compensating the mechanical braking force on average cannot give priority to maximizing the electric braking force on all cars, resulting in waste of the electric braking force, and further, when the mechanical braking force is compensated on average, the applied value of the actual braking force on each car is different, and when the mechanical braking force is compensated on average, the wear of the mechanical brake pads on each car is different, and the service life of the train is reduced.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, a first object of the present invention is to provide a brake control method for a train, which is implemented to apply braking force to any car in the train when the braking force of the first TCU of the car is smaller than the average required braking force, so as to control the application of braking force to the car, and reduce the difference between the braking forces of the cars, thereby making the deceleration of each car the same, further reducing the acting force between the cars, reducing the wear of brake pads, and increasing the service life of the train, so as to solve the problem that when the braking force is insufficient, the insufficient braking force is obtained by calculating the difference between the total braking force and the braking force required value, and then the insufficient braking force is averagely compensated by the cars through mechanical braking. However, in practice, there are still some electric braking forces remaining on some cars, and the above-mentioned method of compensating the mechanical braking force on average cannot give priority to maximizing the electric braking force of all cars, resulting in waste of the electric braking force, and further, when the mechanical braking force is compensated on average, the applied value of the actual braking force of each car is different, and when the mechanical braking force is compensated on average, the wear of the mechanical brake pads of each car is different, thereby reducing the service life of the train.
A second object of the present invention is to provide a brake control device for a train.
A third object of the invention is to propose a computer device.
A fourth object of the invention is to propose a non-transitory computer-readable storage medium.
A fifth object of the invention is to propose a computer program product.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a brake control method for a train, including:
acquiring a train braking instruction;
acquiring the braking force required by a target compartment of the train according to the train braking instruction; the target compartment is any one compartment in all compartments of the train;
obtaining the braking force of a first traction control unit TCU of the target compartment, wherein the first TCU is a traction control unit TCU in a normal state, and the target compartment vehicle is provided with at least one TCU;
acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs;
and applying the braking force to the target compartment to perform braking control according to the braking force of the first TCU and the average required braking force of the first TCU.
According to the train braking control method, the train braking instruction is obtained; acquiring braking force required by a target compartment of the train according to a train braking instruction; the target compartment is any one compartment in all compartments of the train; the method comprises the steps of obtaining the braking force of a first traction control unit TCU of a target compartment, and obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs; and applying the braking force to the target vehicle compartment according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control. In the embodiment, when the braking force of the first TCU of any one carriage in the train is smaller than the average required braking force, the braking force is applied to the carriage for control, so that the difference between the braking forces of all the carriages can be reduced, the deceleration of each carriage is the same, the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the train is prolonged.
In order to achieve the above object, a second embodiment of the present invention provides a brake control device for a train, including:
the first acquisition module acquires a train braking instruction;
the second acquisition module is used for acquiring the braking force required by the target compartment of the train according to the train braking instruction; the target compartment is any one compartment in all compartments of the train;
the third acquisition module is used for acquiring the braking force of a first traction control unit TCU of the target compartment, wherein the first TCU is a traction control unit TCU in a normal state, and the target compartment vehicle is provided with at least one TCU;
the fourth obtaining module is used for obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs;
and the applying module is used for applying the braking force to the target compartment to perform braking control according to the braking force of the first TCU and the average required braking force of the first TCU.
According to the brake control device of the train, the train brake instruction is obtained; acquiring braking force required by a target compartment of the train according to a train braking instruction; the target compartment is any one compartment in all compartments of the train; the method comprises the steps of obtaining the braking force of a first traction control unit TCU of a target compartment, and obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs; and applying the braking force to the target vehicle compartment according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control. In the embodiment, when the braking force of the first TCU of any one carriage in the train is smaller than the average required braking force, the braking force is applied to the carriage for control, so that the difference between the braking forces of all the carriages can be reduced, the deceleration of each carriage is the same, the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the train is prolonged.
To achieve the above object, a third embodiment of the present invention provides a computer device, including: a processor and a memory;
wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to implement the train brake control method according to the embodiment of the first aspect of the present invention.
In order to achieve the above object, a fourth aspect of the present invention provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program is configured to implement a braking control method for a train according to an embodiment of the first aspect of the present invention when executed by a processor.
In order to achieve the above object, a fifth aspect of the present invention provides a computer program product, wherein when the instructions of the computer program product are executed by a processor, the method for controlling braking of a train according to the first aspect of the present invention is executed.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic flow chart of a first train braking control method according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a second train braking control method according to an embodiment of the present invention;
FIG. 3 is a flow chart illustrating a third method for controlling braking of a train according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart illustrating a fourth method for controlling braking of a train according to an embodiment of the present invention;
fig. 5 is a schematic diagram of a network communication architecture of a train according to an embodiment of the present invention;
FIG. 6 is a schematic view showing a control flow of braking force in the embodiment of the invention;
fig. 7 is a schematic structural diagram of a brake control device of a train according to an embodiment of the present invention;
fig. 8 is a schematic structural diagram of another train brake control device according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A train brake control method and apparatus according to an embodiment of the present invention will be described below with reference to the accompanying drawings. Before describing embodiments of the present invention in detail, for ease of understanding, common terminology will be introduced first:
a Central Control Unit (CCU) is core hardware of a Train Control Management System (TCMS), is used for controlling a whole train, and has main functions of System Control and monitoring, fault diagnosis, and the like. Specifically, the CCU may control high and low voltage power-on and power-off, sleep wakeup, time synchronization, control of components of various subsystems, and the like.
The Remote Input Output Unit (RIOM) mainly functions to Input and Output CCU signals, including power network signals and backbone network signals between cars.
A Traction Control Unit (TCU) is core Control hardware of a Traction system and controls a Traction controller of a vehicle.
A Brake Control Unit (BCU) is core hardware of a Brake Control system, controls a Brake assembly and an Electronic Parking Brake (EPB), and implements various braking modes such as a conventional Brake, an emergency Brake, a Parking Brake, a safety Brake, and the like.
Fig. 1 is a schematic flow chart of a first train braking control method according to an embodiment of the present invention.
As shown in fig. 1, the train brake control method includes the steps of:
step 101, obtaining a train braking instruction.
In the embodiment of the invention, the braking instruction can be triggered by a hard wire of a driver console in an Automatic driving mode, and can be triggered by Automatic Train Operation (ATO) in a manual driving mode, or triggered by TCMS when the Train breaks down.
Specifically, a train braking command may be obtained by the TCMS.
102, acquiring braking force required by a target compartment of a train according to a train braking instruction; the target compartment is any one of all compartments of the train.
It should be noted that, because the load of each car in the train is different, in general, because the length of the head car and the tail car is longer, including the cab and the related equipment, the weight of the head car and the tail car is significantly higher than that of the middle car, and therefore the braking force required by each car is different. Therefore, in the embodiment of the invention, the TCMS can acquire the braking force required by the target compartment of the train.
As a possible implementation manner, after the TCMS obtains the braking instruction, the load information of the target car and the resistance of the target car may be obtained according to the train braking instruction, and then the braking force required by the target car is calculated according to the load information of the target car and the resistance of the car.
In the embodiment of the invention, the load information is the load of the target compartment, and the unit is as follows: ton (t), for example, is marked with load information M. As a possible implementation manner, the load information of the target car may be collected by a relevant sensor on the target car, for example, the load information of the target car may be collected by a load sensor on the target car, and then the TCMS may obtain the load information of the section of car based on the load sensor.
In the embodiment of the invention, the resistance of the train comprises the following components: basic resistance and/or ramp resistance, it being understood that the resistance of the train when traveling on a non-ramp road segment comprises primarily basic resistance. And when the train runs on the ramp road section, the resistance of the train comprises basic resistance and ramp resistance. In practical application, a train runs according to a fixed route, each route comprises a plurality of road sections, each road section corresponds to various road design parameters, and whether each road section is a ramp road section or not can be determined through the road design parameters. In the embodiment of the invention, the road design parameters of the line can be pre-stored in the TCMS of the train, or the road design parameters of the line can be stored in the control center of the train. In the embodiment of the invention, the positioning system on the train can position the current driving position of the train, the current driving road section of the train can be determined according to the position, and then the road design parameters of the road section are inquired, so that whether the road section is a ramp road section or not can be determined.
In the embodiment of the invention, the case that the train runs on a non-ramp road section can be taken as an example, and the resistance of the train at the time is the basic resistance.
It should be noted that the basic resistance of the target car is a constant value when the train runs at a low speed, and the basic resistance of the target car is proportional to the running speed of the train when the train runs at a high speed. And when the train is actually running, the running speed is low, so the basic resistance of the target car can adopt a constant value, for example, the basic resistance of the target car is marked as W.
Alternatively, after the basic resistance W of the target vehicle cabin is obtained, the braking force required for the target vehicle cabin may be obtained according to the following equation:
F＝M*a-W； (1)
where F denotes the braking force required by the target car, and a denotes the deceleration corresponding to the braking command, and the value thereof may be acquired by an acceleration sensor on the train.
And 103, obtaining the braking force of a first traction control unit TCU of the target compartment, wherein the first TCU is the traction control unit TCU in a normal state, and the target compartment vehicle is provided with at least one TCU.
It can be understood that only the first TCU in the normal state can release its own braking force for braking force compensation, and the TCU in the fault state cannot release the braking force because it cannot work. Thus, in embodiments of the present invention, the TCMS may determine the first TCU of the target car.
Specifically, all TCUs on the target car can send own status information including a normal state and a fault state and own braking force to the TCMS in real time. Accordingly, the TCMS can receive the status information and the braking force transmitted by all the TCUs on the target car in real time. After the TCMS receives the status information and the braking force transmitted by each TCU on the target car, the TCMS may determine the first TCU in the normal state according to the received status information and determine the received braking force as the braking force of each first TCU.
And 104, acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs.
In the embodiment of the invention, after the braking force F required by the target car is obtained through the formula (1), the average required braking force of the first TCU can be obtained according to the braking force F required by the target car and the number of the first TCUs on the target car.
Specifically, after receiving the status information of the TCUs on the target car, the TCMS may count the number of the first TCUs, for example, mark the number of the first TCUs as N1Then according to the braking force F required by the target compartment and the number N of the first TCUs1The average required braking force of the first TCU can be obtained, and the marked average required braking force is Fave1And then:
Fave1＝F/N1；(2)
and 105, applying the braking force to the target vehicle cabin according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control.
As a possible implementation manner of the embodiment of the present invention, when there is only one first TCU on the target vehicle cabin, the braking force of the first TCU of the target vehicle cabin may be compared with the average required braking force Fave1Comparing, and when the braking force of the first TCU is larger than or equal to the average required braking force Fave1At this time, it may be determined that the braking force in the target car can satisfy the required braking force, and therefore it may be determined that compensation is performed without applying mechanical braking force to the target car; and when the braking force of the first TCU is less than the average required braking force Fave1At this time, it may be determined that the braking force in the target vehicle compartment cannot satisfy the required braking force, and therefore it may be determined that the mechanical braking force needs to be applied to the target vehicle compartment for compensation.
As another possible implementation manner of the embodiment of the invention, when at least two first TCUs are included on the target vehicle cabin, the braking force of each first TCU on the target vehicle cabin may be compared with the average required braking force Fave1A comparison is made in which the braking force of at least one first TCU is greater than or equal to the average requested braking force Fave1At this time, it may be determined that the braking force in the target car can satisfy the required braking force, and therefore the compensation may be performed without applying the mechanical braking force to the target car; the braking force at each first TCU is less than the average required braking force Fave1Then, it may be determined whether the braking force in the target vehicle compartment can satisfy the required braking force by further determining the sum of the braking forces of all the first TCUs. Specifically, when the sum is greater than or equal to the average required braking force Fave1At this time, it may be determined that the braking force in the target car can satisfy the required braking force, and therefore the compensation may be performed without applying the mechanical braking force to the target car; and when the sum is smaller than the average required braking force Fave1At this time, it may be determined that the braking force in the target vehicle compartment cannot satisfy the required braking force, and therefore the mechanical braking force may be applied to the target vehicle compartment for compensation.
In the embodiment of the invention, after braking control is carried out by applying the braking force, namely after the required braking force is supplemented to each carriage, the deceleration of each target carriage can be the same, so that the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the vehicle is prolonged.
According to the train braking control method, a train braking instruction is obtained; acquiring braking force required by a target compartment of the train according to a train braking instruction; the target compartment is any one compartment in all compartments of the train; the method comprises the steps of obtaining the braking force of a first traction control unit TCU of a target compartment, and obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs; and applying the braking force to the target vehicle compartment according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control. In the embodiment, when the braking force of the first TCU of any one carriage in the train is smaller than the average required braking force, the braking force is applied to the carriage for control, so that the difference between the braking forces of all the carriages can be reduced, the deceleration of each carriage is the same, the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the train is prolonged.
For clarity of explanation of the previous embodiment, this embodiment provides another train braking control method, and fig. 2 is a schematic flow chart of a second train braking control method provided in this embodiment of the present invention.
As shown in fig. 2, when there is only one first TCU on the target car, the brake control method of the train may include the steps of:
step 201, obtaining a train braking instruction.
And step 202, acquiring the braking force required by the target compartment of the train according to the train braking instruction.
In step 203, the braking force of the first traction control unit TCU of the target car is obtained.
And step 204, acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs.
The execution processes of steps 201 to 204 can refer to the execution processes of steps 101 to 104 in the above embodiments, which are not described herein again.
Step 205 compares the braking force of the first TCU on the target vehicle cabin with the average requested braking force.
Alternatively, comparing the braking force of the first TCU on the target vehicle cabin with the average required braking force, a result may be obtained that the braking force of the first TCU is greater than or equal to the average required braking force, or a result may be obtained that the braking force of the first TCU is less than the average required braking force.
Step 206, determining whether the braking force of the first TCU is greater than or equal to the average required braking force, if so, executing step 209, otherwise, executing step 207.
Step 207, it is determined that mechanical braking force needs to be applied to compensate.
And step 208, acquiring the mechanical braking force applied by the brake control unit BCU on the target compartment, and controlling the BCU to apply the mechanical braking force for control.
Alternatively, when the braking force of the first TCU on the target vehicle cabin is smaller than the average required braking force, the difference may be obtained by subtracting the braking force of the first TCU from the average required braking force, and the difference may be regarded as the mechanical braking force, and then the BCU on the target vehicle cabin is controlled to apply the difference to perform the braking control. Therefore, when the braking force of the target carriage is insufficient, the mechanical braking force can be applied to the carriage with the insufficient braking force, so that energy-saving control can be realized, the braking force difference of each carriage can be reduced, the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the vehicle is prolonged.
In step 209, it is determined that no mechanical braking force needs to be applied for compensation.
In step 210, the first TCU of the control target car applies the average required braking force.
Alternatively, when it is determined that the BCU on the target vehicle compartment is not required to apply the mechanical braking force, the average required braking force may be applied by the first TCU of the target vehicle compartment, so that the braking force compensation is performed without applying the mechanical braking force by the BCU on the target vehicle compartment, and the maximum use of the vehicle compartment braking force may be achieved. In addition, the average required braking force is applied through the first TCU of the target compartment, and the noise and the peculiar smell in the running process of the train can be reduced because the mechanical braking force is not required to be applied, so that the comfort level of passengers in the train is effectively enhanced.
According to the train braking control method, a train braking instruction is obtained; acquiring braking force required by a target compartment of the train according to a train braking instruction; the target compartment is any one compartment in all compartments of the train; the method comprises the steps of obtaining the braking force of a first traction control unit TCU of a target compartment, and obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs; and applying the braking force to the target vehicle compartment according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control. In the embodiment, when the braking force of the first TCU of any one carriage in the train is smaller than the average required braking force, the braking force is applied to the carriage for control, so that the difference between the braking forces of all the carriages can be reduced, the deceleration of each carriage is the same, the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the train is prolonged. In addition, the average required braking force is applied through the first TCU of the target compartment, and the noise and peculiar smell in the running process of the train can be reduced due to no need of applying mechanical braking force, so that the comfort level of passengers is effectively enhanced.
For clarity of explanation of the previous embodiment, this embodiment provides another train braking control method, and fig. 3 is a flowchart illustrating a third train braking control method according to an embodiment of the present invention.
As shown in fig. 3, when at least two first TCUs are included on the target car, the brake control method of the train may include the steps of:
step 301, obtaining a train braking instruction.
And step 302, acquiring the braking force required by the target compartment of the train according to the train braking instruction.
Step 303, the braking force of the first traction control unit TCU of the target car is obtained.
And step 304, acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs.
The execution processes of steps 301 to 304 can refer to the execution processes of steps 101 to 102 in the above embodiments, which are not described herein again.
Step 305 compares the braking force of each first TCU on the target car to the average required braking force.
Alternatively, the braking force of each first TCU on the target vehicle compartment is compared with the average required braking force, and a result in which whether the braking force of at least one first TCU is greater than or equal to the average required braking force is present or a result in which the braking force of each first TCU is less than the average required braking force may be obtained.
Step 306, determining whether the braking force of at least one first TCU is greater than or equal to the average required braking force, if so, executing step 307, otherwise, executing step 308.
In step 307, it is determined that no mechanical braking force is required to be applied by the BCU on the target car.
Alternatively, when the braking force in which the at least one first TCU exists is equal to or greater than the average required braking force, it may be determined that the BCU on the target vehicle compartment is not required to apply the mechanical braking force, and at this time, one of the at least one first TCU may be selected as the target first TCU, and the target first TCU may be controlled to apply the average required braking force. Or, when the sum of the braking force of each first TCU is greater than or equal to the average required braking force, it may be determined that the BCU on the target car is not required to apply the mechanical braking force, in this case, the first TCUs may be controlled one by one to apply their own braking force, and when the braking force of the target car is satisfied when a certain first TCU applies its own braking force, it indicates that the braking force required by the target car is complementary, and in this case, the first TCU may stop applying its own braking force.
In step 308, the sum of the braking forces of all the first TCUs is obtained.
Optionally, the braking force at each first TCU is less than the average required braking force Fave1Then, it may be determined whether the braking force in the target vehicle compartment can satisfy the required braking force by further determining the sum of the braking forces of all the first TCUs. Therefore, in the present embodiment, the TCMS may add the braking forces of all the first TCUs on the target vehicle cabin to obtain a sum.
Step 309, determining whether the sum is greater than or equal to the average required braking force, if so, executing step 307, otherwise, executing step 310.
In step 310, it is determined that a mechanical braking force is required to be applied by the BCU on the target car.
Alternatively, when the sum is smaller than the average required braking force Fave1At this time, it may be determined that the braking force in the target vehicle compartment cannot satisfy the required braking force, and thus it may be determined that the BCU on the target vehicle compartment is required to apply the mechanical braking force.
And 311, controlling the first TCU to apply self braking force one by one.
In step 312, if the braking force of the target car is still insufficient after the last TCU has applied its own braking force, the braking force required by the target car is obtained as the mechanical braking force.
Alternatively, the braking forces of all the first TCUs in the target vehicle compartment may be added to obtain a sum of the braking forces of the first TCUs, and then a difference may be obtained by subtracting the average required braking force from the sum, and the difference may be used as the mechanical braking force.
And step 313, controlling the BCU on the target compartment to apply mechanical braking force to complement the braking force required by the target compartment.
According to the train braking control method, a train braking instruction is obtained; acquiring braking force required by a target compartment of the train according to a train braking instruction; the target compartment is any one compartment in all compartments of the train; the method comprises the steps of obtaining the braking force of a first traction control unit TCU of a target compartment, and obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs; and applying the braking force to the target vehicle compartment according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control. In the embodiment, when the braking force of the first TCU of any one carriage in the train is smaller than the average required braking force, the braking force is applied to the carriage for control, so that the difference between the braking forces of all the carriages can be reduced, the deceleration of each carriage is the same, the acting force between the carriages is reduced, the abrasion of the brake pads is reduced, and the service life of the train is prolonged.
As a possible implementation manner of the embodiment of the present invention, referring to fig. 4, the step of controlling the BCU to apply the mechanical braking force specifically includes the following steps:
step 401, obtaining the maximum mechanical braking force that the BCU can apply.
In this embodiment, the BCU may send the maximum mechanical braking force that can be applied by itself to the TCMS, and then the TCMS may receive the maximum mechanical braking force sent by the BCU.
Step 402, determining whether the maximum mechanical braking force is lower than the mechanical braking force, if so, executing step 403, otherwise, executing step 405.
It is understood that when the mechanical braking force is greater than the maximum mechanical braking force that can be applied by the BCU, the BCU of the target car can apply the maximum mechanical braking force at most, and at this time, the braking force required by the target car cannot be made up, so step 403 may be triggered, and when the mechanical braking force is equal to or less than the maximum mechanical braking force that can be applied by the BCU, the braking force required by the target car can be made up by applying the mechanical braking force by the BCU of the target car, so step 405 may be triggered.
In step 403, the difference between the mechanical braking force and the maximum mechanical braking force is obtained.
Specifically, the mechanical braking force may be differentiated from the maximum mechanical braking force to obtain a difference value.
And step 404, selecting one of the cars except the target car as a candidate car according to the difference, and applying the mechanical braking force equal to the difference by using the BCUs on the candidate car, or obtaining an average mechanical braking force according to the difference, and controlling the BCUs on the cars except the target car to apply the average mechanical braking force respectively.
As one possible implementation, when the maximum mechanical braking force is lower than the mechanical braking force, one of the cars other than the target car may be selected as a candidate car, and a mechanical braking force equal to the difference may be applied using the BCU on the candidate car. For example, one of the cars other than the target car may be randomly selected as the candidate car. It can be understood that in order to reduce the braking force between the cars and thus reduce the acting force between the cars, the car with the first TCU with the largest braking force can be selected as a candidate car, and then the BCU on the candidate car is used to apply the mechanical braking force equal to the difference.
As another possible implementation manner, when the maximum mechanical braking force is lower than the mechanical braking force, the average mechanical braking force may be obtained according to the difference, and the BCUs on the cars other than the target car may be controlled to apply the average mechanical braking force, respectively. Wherein the average mechanical braking force is equal to the difference divided by (N-1).
Step 405, controlling the BCU to apply a mechanical braking force.
In the brake control method for a train according to the present embodiment, when the maximum mechanical braking force that can be applied by the BCU is lower than the mechanical braking force, the difference between the mechanical braking force and the maximum mechanical braking force is obtained, one of the cars other than the target car is selected as the candidate car according to the difference, and the BCU on the candidate car is used to apply the mechanical braking force equal to the difference, or the average mechanical braking force is obtained according to the difference, and the BCUs on the cars other than the target car are controlled to apply the average mechanical braking force, respectively, so that the difference between the braking forces of the cars can be further reduced on the basis of complementing the braking force of the target car, thereby reducing the acting force between the cars, reducing the wear of the brake pads, and increasing the life of the vehicle. And when the maximum mechanical braking force which can be applied by the BCU is higher than or equal to the mechanical braking force, the BCU is directly controlled to apply the mechanical braking force, so that the braking force of the carriage can be utilized to the maximum extent, and economic and energy-saving control is realized.
In order to realize the communication between each compartment and inside the compartment in the train, the embodiment of the invention also provides a schematic diagram of a network communication architecture of the train. For example, referring to fig. 5, the TCMS includes a CCU and an RIOM, where the RIOM is responsible for data interaction between the BCU and the TCU, and the CCU is responsible for analyzing train control data of a train acquired by the RIOM, and then forwarding the analyzed train control data to the TCU and the BCU through the RIOM. Specifically, the entire train network may be divided into 2 layers, the first layer is a backbone network between the cars, for example, the first layer may be an ethernet network, and the CCU and the RIOM may communicate by using the ethernet network, and mainly transmit train control data that needs to be interacted between the cars; the second layer is a power network adopted in the carriage, for example, a CAN network, 2 TCUs are arranged in each carriage, namely TCU _ A and TCU _ B, and communication between the TCUs and the BCUs in the same carriage CAN be realized through the CAN network. After the train control data of the train is analyzed and processed through the CCU logic, the CCU CAN transmit the data to the RIOM through the Ethernet and transmit the data to the lower-layer CAN network through the RIOM, so that the TCU and the BCU CAN acquire and process the train control data of the train by receiving the CAN messages from the CAN network. Certainly, the TCU and the BCU may interact through a CAN message.
As an example, referring to fig. 6, fig. 6 is a schematic control flow diagram of the braking force in the embodiment of the present invention. Wherein, the carriage 1 is a head carriage, and the carriage N is a tail carriage. The braking command may be triggered by the driver's console hard-line in the autonomous driving mode, by the ATO in the manual driving mode, or by the TCMS itself in case of a train failure.
The TCMS can receive information during train operation, including load information sent by a load sensor on each carriage, state information of the BCU, state information of the TCU, braking forces of the BCU and the TCU, maximum mechanical braking force capable of being applied by the BCU and the like, and can also receive other related information such as wheel rotating speed, acceleration and the like. After comprehensively judging the information, the TCMS can calculate the braking force required by each carriage and then send the required braking force to the corresponding carriage. The individual cars then complement the required braking force so that the same deceleration of each car can be achieved.
The input commands of the TCU may include load information, acceleration information, braking state, etc. of each car, and the output commands may include motor torque, motor execution value state, etc. The BCU can receive a braking instruction and feed back the braking state of the BCU.
In order to realize the embodiment, the invention further provides a brake control device of the train.
Fig. 7 is a schematic structural diagram of a train brake control device according to an embodiment of the present invention.
As shown in fig. 7, the brake control device 700 for a train includes: a first acquisition module 710, a second acquisition module 720, a third acquisition module 730, a fourth acquisition module 740, and an apply module 750. Wherein,
the first obtaining module 710 is configured to obtain a train braking instruction.
The second obtaining module 720 is configured to obtain a braking force required by a target car of the train according to the train braking instruction; the target compartment is any one of all compartments of the train.
The third obtaining module 730 is configured to obtain a braking force of a first traction control unit TCU of the target car, where the first TCU is the traction control unit TCU in a normal state, and the target car is provided with at least one TCU.
The fourth obtaining module 740 is configured to obtain an average required braking force of the first TCU according to the braking force required by the target car and the number of the first TCUs.
In the embodiment of the present invention, the fourth obtaining module 740 is specifically configured to collect state information of all TCUs in the target car; determining the first TCU in the normal state and the number of the first TCUs according to the state information; and acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs.
And the applying module 750 is used for applying the braking force to the target compartment to perform braking control according to the braking force of the first TCU and the average required braking force of the first TCU.
In the embodiment of the invention, the deceleration of each target vehicle cabin after the brake control by applying the braking force is the same.
Further, in a possible implementation manner of the embodiment of the present invention, referring to fig. 8, on the basis of fig. 7, the brake control device 700 of the train may further include:
in this embodiment of the present invention, the second obtaining module 720 includes:
the obtaining submodule 721 is configured to obtain load information of the target car and resistance of the target car according to the train braking instruction.
As a possible implementation manner, the obtaining submodule 722 is specifically configured to obtain load information through a load sensor on the target compartment; and determining the resistance of the target compartment according to the road state of the train.
And the calculating submodule 722 is used for calculating the braking force of the carriage according to the load information and the resistance.
In an embodiment of the present invention, the applying module 750 includes:
the determination submodule 751 is configured to determine whether or not to apply mechanical braking force for compensation according to the braking force of the first TCU on the target vehicle cabin and the average required braking force.
As a possible implementation, the determination sub-module 751 is specifically configured to compare the braking force of the first TCU on the target vehicle cabin with the average required braking force; determining that no mechanical braking force needs to be applied for compensation if the braking force of the first TCU is greater than or equal to the average required braking force; if the braking force of the first TCU is less than the average requested braking force, it is determined that mechanical braking force needs to be applied to compensate.
As another possible implementation, when at least two first TCUs are included on the target vehicle cabin, the determination sub-module 751 is specifically configured to compare the braking force of each first TCU on the target vehicle cabin with the average required braking force; determining that there is no need for the brake control unit BCU on the target vehicle cabin to apply the mechanical braking force if the braking force in which there is at least one first TCU is greater than or equal to the average required braking force; if the braking force of each first TCU is smaller than the average required braking force, acquiring the sum of the braking forces of all the first TCUs; if the sum is less than the average required braking force, it is determined that the BCU on the target vehicle cabin is required to apply the mechanical braking force.
Optionally, the judging sub-module 751 is further configured to select one of the at least one first TCU as a target first TCU after determining that the mechanical braking force is not required to be applied by the brake control unit BCU on the target vehicle cabin, and control the target first TCU to apply the average required braking force.
And the processing submodule 752 is used for controlling the brake control unit BCU on the control target compartment to apply the mechanical braking force when the mechanical braking force needs to be applied for compensation.
In the embodiment of the present invention, the processing submodule 752 is specifically configured to control the first TCU to apply its own braking force one by one; if the braking force of the target compartment is still insufficient after the last TCU applies the braking force of the TCU, acquiring the braking force required by the target compartment as mechanical braking force; and controlling the BCU on the target compartment to apply mechanical braking force to complement the braking force required by the target compartment.
Optionally, the processing sub-module 752 is further configured to obtain a maximum mechanical braking force that can be applied by the BCU; if the maximum mechanical braking force is lower than the mechanical braking force, acquiring a difference value between the mechanical braking force and the maximum mechanical braking force; and according to the difference value, selecting one carriage from the carriages except the target carriage as a candidate carriage, and applying a mechanical braking force equal to the difference value by using the BCU on the candidate carriage.
Optionally, the processing sub-module 752 is further configured to obtain an average mechanical braking force according to the difference; and controlling the BCUs on the other carriages except the target carriage to respectively apply the average mechanical braking force.
It should be noted that the above explanation of the embodiment of the train brake control method is also applicable to the train brake control device 700 of this embodiment, and is not repeated here.
The brake control device of the train of the embodiment obtains a train brake instruction; acquiring braking force required by a target compartment of the train according to a train braking instruction; the target compartment is any one compartment in all compartments of the train; the method comprises the steps of obtaining the braking force of a first traction control unit TCU of a target compartment, and obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs; and applying the braking force to the target vehicle compartment according to the braking force of the first TCU and the average required braking force of the first TCU to perform braking control. In this embodiment, when the braking force of the first TCU of any one car in the train is smaller than the average required braking force, the braking force is applied to the car for control, so that the difference between the braking forces of the cars can be reduced, the deceleration of each car is the same, the acting force between the cars is reduced, the wear of the brake pads is reduced, the service life of the vehicle is prolonged, and the comfort of passengers is enhanced.
In order to implement the foregoing embodiment, the present invention further provides a computer device, including: a processor and a memory; wherein the processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to implement the train brake control method as set forth in the foregoing embodiment.
In order to achieve the above embodiments, the present invention also proposes a non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that the computer program, when executed by a processor, implements the train braking control method as proposed in the foregoing embodiments.
In order to implement the above embodiments, the present invention further proposes a computer program product, wherein when the instructions in the computer program product are executed by a processor, the braking control method of a train as proposed in the foregoing embodiments is executed.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (27)
1. A brake control method for a train, comprising:
acquiring a train braking instruction;
acquiring the braking force required by a target compartment of the train according to the train braking instruction; the target compartment is any one compartment in all compartments of the train;
obtaining the braking force of a first traction control unit TCU of the target compartment, wherein the first TCU is a traction control unit TCU in a normal state, and the target compartment vehicle is provided with at least one TCU;
acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs;
and applying the braking force to the target compartment to perform braking control according to the braking force of the first TCU and the average required braking force of the first TCU.
2. The brake control method for a train according to claim 1, wherein the acquiring of the braking force required by the target car of the train includes:
acquiring load information of the target compartment and the resistance of the target compartment according to the train braking instruction;
and calculating the braking force of the target compartment according to the load information and the resistance.
3. The train brake control method according to claim 2, wherein the acquiring of the load information of the target car and the resistance of the target car includes:
acquiring the load information through a load sensor on the target compartment;
and determining the resistance of the target compartment according to the road state of the train.
4. The train brake control method according to claim 1, wherein the obtaining of the average required brake force of the first TCU based on the brake force required by the target car and the number of the first TCUs includes:
collecting the state information of all TCUs on the target compartment;
determining the first TCU in a normal state and the number of the first TCUs according to the state information;
and acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs.
5. The train brake control method according to any one of claims 1 to 4, wherein the applying a braking force to a target car for brake control based on the braking force of the first TCU of the target car and the average required braking force includes:
judging whether mechanical braking force needs to be applied for compensation or not according to the braking force of the first TCU on the target compartment and the average required braking force;
and if the mechanical braking force needs to be applied for compensation, the brake control unit BCU on the control target compartment applies the mechanical braking force for control.
6. The train brake control method of claim 5, wherein the determining whether or not a mechanical brake force needs to be applied for compensation based on the brake force of the first TCU on the target car and the average required brake force comprises:
comparing the braking force of the first TCU on the target car to the average required braking force;
determining that no mechanical braking force is required to be applied for compensation if the braking force of the first TCU is greater than or equal to the average required braking force;
determining that a mechanical braking force needs to be applied to compensate if the braking force of the first TCU is less than the average requested braking force.
7. The train brake control method according to claim 5, wherein when the target car includes at least two first TCUs, the determining whether or not the mechanical braking force needs to be applied for compensation based on the braking force of the first TCU on the target car and the average required braking force includes:
comparing the braking force of each first TCU on the target car to the average required braking force;
determining that there is no need for a Brake Control Unit (BCU) on the target car to apply mechanical braking force if the braking force in which there is at least one of the first TCUs is greater than or equal to the average required braking force;
if the braking force of each first TCU is smaller than the average required braking force, acquiring the sum of the braking forces of all the first TCUs;
determining that the BCU on the target vehicle cabin is required to apply mechanical braking force if the sum is less than the average required braking force.
8. The train brake control method according to claim 7, wherein after determining that the mechanical braking force is not required to be applied by the Brake Control Unit (BCU) on the target car, further comprising:
selecting one of the at least one first TCU as a target first TCU, and controlling the target first TCU to apply the average required braking force.
9. The train brake control method of claim 7, wherein after the determination that the BCU on the target car is required to apply mechanical braking force, further comprising:
controlling the first TCU to apply self braking force one by one;
if the braking force of the target compartment is still insufficient after the last TCU applies the braking force of the first TCU, acquiring the braking force required by the target compartment as the mechanical braking force;
and controlling the BCU on the target compartment to apply the mechanical braking force to complement the braking force required by the target compartment.
10. The train brake control method according to claim 5 or 9, wherein the controlling the BCU to apply the mechanical braking force includes:
acquiring the maximum mechanical braking force which can be applied by the BCU;
if the maximum mechanical braking force is lower than the mechanical braking force, acquiring a difference value between the mechanical braking force and the maximum mechanical braking force;
and according to the difference value, selecting one carriage from other carriages except the target carriage as a candidate carriage, and applying a mechanical braking force equal to the difference value by using a BCU (binary coded decimal) on the candidate carriage.
11. The brake control method for a train according to claim 10, further comprising:
obtaining an average mechanical braking force according to the difference value;
and controlling BCUs on other carriages except the target carriage to respectively apply the average mechanical braking force.
12. The brake control method for a train according to claim 1, wherein the deceleration of each of the target cars after brake control by applying the braking force is the same.
13. A brake control apparatus for a train, comprising:
the first acquisition module is used for acquiring a train braking instruction;
the second acquisition module is used for acquiring the braking force required by the target compartment of the train according to the train braking instruction; the target compartment is any one compartment in all compartments of the train;
the third acquisition module is used for acquiring the braking force of a first traction control unit TCU of the target compartment, wherein the first TCU is a traction control unit TCU in a normal state, and the target compartment vehicle is provided with at least one TCU;
the fourth obtaining module is used for obtaining the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs;
and the applying module is used for applying the braking force to the target compartment to perform braking control according to the braking force of the first TCU and the average required braking force of the first TCU.
14. The brake control device of a train according to claim 13, wherein the second obtaining module includes:
the obtaining submodule is used for obtaining the load information of the target compartment and the resistance of the target compartment according to the train braking instruction;
and the calculation submodule is used for calculating the braking force of the target compartment according to the load information and the resistance.
15. The train brake control device of claim 14, wherein the acquisition submodule is specifically configured to:
acquiring the load information through a load sensor on the target compartment;
and determining the resistance of the target compartment according to the road state of the train.
16. The train brake control device according to claim 13, wherein the fourth obtaining module is specifically configured to:
collecting the state information of all TCUs on the target compartment;
determining the first TCU in a normal state and the number of the first TCUs according to the state information;
and acquiring the average required braking force of the first TCU according to the braking force required by the target compartment and the number of the first TCUs.
17. The brake control device of a train according to any one of claims 13 to 16, wherein the application module comprises:
the judgment submodule is used for judging whether mechanical braking force needs to be applied for compensation or not according to the braking force of the first TCU on the target compartment and the average required braking force;
and the processing submodule is used for controlling the brake control unit BCU on the control target carriage to apply the mechanical braking force for control when judging that the mechanical braking force needs to be applied for compensation.
18. The train brake control device according to claim 17, wherein the determination submodule is specifically configured to:
comparing the braking force of the first TCU on the target car to the average required braking force;
determining that no mechanical braking force is required to be applied for compensation if the braking force of the first TCU is greater than or equal to the average required braking force;
determining that a mechanical braking force needs to be applied to compensate if the braking force of the first TCU is less than the average requested braking force.
19. The train brake control device according to claim 17, wherein when the target car includes at least two first TCUs, the determining submodule is specifically configured to:
comparing the braking force of each first TCU on the target car to the average required braking force;
determining that there is no need for a Brake Control Unit (BCU) on the target car to apply mechanical braking force if the braking force in which there is at least one of the first TCUs is greater than or equal to the average required braking force;
if the braking force of each first TCU is smaller than the average required braking force, acquiring the sum of the braking forces of all the first TCUs;
determining that the BCU on the target vehicle cabin is required to apply mechanical braking force if the sum is less than the average required braking force.
20. The brake control device for a train according to claim 19, wherein the determination submodule is further configured to:
after determining that there is no need for a Brake Control Unit (BCU) on the target vehicle to apply mechanical braking force, selecting one of the at least one first TCU as a target first TCU, and controlling the target first TCU to apply the average required braking force.
21. The train brake control device of claim 19, wherein the processing submodule is configured to:
controlling the first TCU to apply self braking force one by one;
if the braking force of the target compartment is still insufficient after the last TCU applies the braking force of the first TCU, acquiring the braking force required by the target compartment as the mechanical braking force;
and controlling the BCU on the target compartment to apply the mechanical braking force to complement the braking force required by the target compartment.
22. The brake control device of a train according to claim 17 or 21, wherein the processing sub-module is further configured to:
acquiring the maximum mechanical braking force which can be applied by the BCU;
if the maximum mechanical braking force is lower than the mechanical braking force, acquiring a difference value between the mechanical braking force and the maximum mechanical braking force;
and according to the difference value, selecting one carriage from other carriages except the target carriage as a candidate carriage, and applying a mechanical braking force equal to the difference value by using a BCU (binary coded decimal) on the candidate carriage.
23. The train brake control device of claim 22, wherein the processing submodule is further configured to:
obtaining an average mechanical braking force according to the difference value;
and controlling BCUs on other carriages except the target carriage to respectively apply the average mechanical braking force.
24. The brake control apparatus for a train according to claim 13, wherein the deceleration of each of the target cars after brake control by applying the braking force is the same.
25. A computer device comprising a processor and a memory;
wherein the processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory for implementing the brake control method of a train according to any one of claims 1 to 12.
26. A non-transitory computer-readable storage medium having stored thereon a computer program, wherein the computer program, when executed by a processor, implements a method of brake control for a train as claimed in any one of claims 1 to 12.
27. A computer program product, wherein instructions, when executed by a processor, perform a method of brake control of a train as claimed in any one of claims 1 to 12.
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