CN110641500B - Train axle weight adjustment method, traction force and braking force distribution method and system - Google Patents
Train axle weight adjustment method, traction force and braking force distribution method and system Download PDFInfo
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- CN110641500B CN110641500B CN201911075046.9A CN201911075046A CN110641500B CN 110641500 B CN110641500 B CN 110641500B CN 201911075046 A CN201911075046 A CN 201911075046A CN 110641500 B CN110641500 B CN 110641500B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/04—Bolster supports or mountings
- B61F5/10—Bolster supports or mountings incorporating fluid springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/307—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating fluid springs
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a train axle weight adjusting method, a traction force and braking force distribution method and a system, which are used for collecting a bogie air spring pressure value and a height direction displacement amount and a primary spring pressure value; according to the pressure value of the air springs, controlling the air springs to be inflated or deflated, adjusting the height of the air springs according to the displacement of the air springs in the height direction, and adjusting the pressure values of all the air springs of the vehicle bogie to be equal to each other so as to uniformly distribute the axle weight of the vehicle; when the train is towed, the output torque of the traction motor is controlled to be matched with each axle weight of the vehicle according to the pressure value of a series of springs, and the traction force of the vehicle is distributed; when the vehicle brakes, the braking force output of the adhesive braking system with different forms on each braking wheel is controlled according to the pressure value of the primary spring, and the braking force of the vehicle is distributed. The invention can improve the axle redistribution, accurately distribute traction force and braking force, improve the adhesion utilization degree of the train and improve the power performance of the train.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a train axle weight adjusting method, a traction force and braking force distribution method and a system.
Background
In the railway vehicle design and manufacturing process, the problem of axle redistribution uniformity is one of the important problems to be solved. The wheel axle weight deviation can directly influence the exertion of the adhesion traction force of the whole trolley and the braking performance of the vehicle, and influence the traction capacity, the running safety, the stability and the comfort of the railway vehicle. In the design process of the railway vehicle, the wheel axle weight deviation is controlled to be within an allowable deviation range as much as possible, but in actual production, certain deviation exists between the vehicle performance parameters and the design parameters due to manufacturing errors, inconsistent specifications of parts and accessories and the like. National standards state that the vehicle axle weight deviation should not exceed + -2% of the average axle weight, and the wheel weight deviation should not exceed + -4% of the average wheel weight of the axle. At present, the weight regulating method adopted by domestic railway vehicles mainly improves the wheel load distribution by static regulation of primary and secondary springs during product assembly. Although the method can meet the vehicle axle weight distribution standard when leaving the factory, the method is difficult to be adjusted after delivery, and is only a static weight adjustment mode, and when the vehicle is actually operated, the uniform distribution of the axle weight cannot be ensured or continuously ensured because the dynamic characteristics and the static characteristics of the vehicle are greatly different, and the materials of all parts of the vehicle are influenced by the deformation of internal residual stress, the deformation of external force load and the creep formed for a long time. Therefore, a new improvement means is needed to solve the problem of wheel load distribution during dynamic running and during the whole life cycle of the product, the problem of interchangeability when assembling front and rear bogies and a vehicle body, improve the comfort and safety of the product, and reduce the maintenance cost of the product.
Traction and braking systems play a very important role in rail vehicles, which complement each other and together achieve normal operation of the rail vehicle. The good traction and braking performance can improve the running efficiency and reliability of the railway vehicle, and can ensure the safety and comfort of the vehicle in running, and for modern railway vehicles, the traction and braking performance is not limited to these aspects, but becomes an important factor for determining the running speed and the traction weight of the train. The railway vehicle adopts any principle and any form of adhesive traction or adhesive braking, the electronic control unit estimates the load of each carriage or each bogie according to the collected air pressure value of the secondary springs on each carriage or each bogie, and gives a total traction or braking force to the load by taking the carriage or the bogie as a unit, and then evenly distributes the total traction or braking force to each wheel. However, the traction force or braking force distribution mode has the defect that the actual load of each wheel is different, but the distributed traction force or braking force is the same, and the phenomenon that the wheels are idle or skid due to poor adhesion of the wheels and the steel rails caused by small load of some wheels is easy to cause accidents. Although the anti-skid devices are arranged on the existing railway vehicles, the anti-skid devices are only a passive preventive measure, and if the phenomenon can be improved in an active mode, the running quality and performance of the railway vehicles can be better improved.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a train axle weight adjustment method, a traction force and braking force distribution method and a train axle weight distribution system, which improve the axle weight distribution of a train, accurately distribute the traction force and the braking force of the train, improve the adhesion utilization degree of the train and improve the power performance of the train.
In order to solve the technical problems, the invention adopts the following technical scheme: a train axle weight adjusting method and a traction and braking force distribution method comprise the following steps:
collecting the air spring pressure value and the height direction displacement of the bogie and a series of spring pressure values;
according to the pressure value of the air springs, controlling the air springs to be inflated or deflated, adjusting the height of the air springs according to the displacement of the air springs in the height direction, and adjusting the pressure values of all the air springs of the vehicle bogie to be equal to each other so as to uniformly distribute the axle weight of the vehicle;
when the vehicle is in traction, on the premise that the axle weights of the vehicle are uniformly distributed, the output moment of the traction motor is controlled to be matched with each axle weight of the vehicle according to the pressure value of a first-system spring, and the traction force of the vehicle is distributed; when the vehicle brakes, on the premise of uniformly distributing the axle weight of the vehicle, the braking force output of the adhesive braking systems in different forms on each braking wheel of the vehicle is controlled according to the pressure value of the primary spring, and the braking force of the vehicle is distributed.
In the invention, the axle weight is ensured to be evenly distributedThe specific implementation process comprises the following steps: let the initial air pressure value of each section of vehicle air spring be N i I=1, 2,3,4; target air pressure value N= (N) of air spring to be adjusted 1 +N 2 +N 3 +N 4 ) 4; when N is i -controlling the air spring to inflate when N > 0; when N is i When N is less than 0, controlling the air spring to deflate to enable the air pressure value N after the air spring is regulated i ' approximates the target air pressure value N. The adjustment process is simple and reliable and is easy to realize.
In the above process, when the air pressure value N is adjusted by the air spring i When the absolute value of the difference between' and the target air pressure value N is smaller than the set deviation value epsilon, the air pressure value N after air spring adjustment is judged i ' approximating the target air pressure value N; wherein ε= |N i ' N|. Epsilon can take a certain value between 0MPa and 0.1MPa according to the adjusting precision and the adjusting capacity of the electric control bogie and the running state of the train.
In the present invention, the vehicle traction is distributed using the following formula:
wherein Q is i I=1, 2,3,4 for the traction distributed on the four axles of the vehicle; f (F) j For eight primary spring pressure values, j=1, 2,3,4,5,6,7,8; and D, distributing a total value for the current traction force of the vehicle.
In the present invention, the vehicle braking force is distributed using the following formula:
wherein Z is j Braking force for distribution to each wheel; and B is the total value of the current throttle braking force distribution.
Correspondingly, the invention also provides a train traction and braking force distribution system, which comprises a plurality of air springs arranged on the bogie; each upper part is provided with a displacement sensor; a second pressure sensor is arranged in each air spring air inlet channel; and controlling the air springs to be inflated or deflated according to the air spring pressure value detected by the second pressure sensor, adjusting the height of the air springs according to the air spring height direction displacement detected by the displacement sensor, and adjusting the pressure values of all the air springs of the bogie to be equal to each other so as to uniformly distribute the axle weight.
The train traction and braking force distribution system also comprises a plurality of primary springs arranged on the bogie, wherein a first pressure sensor is arranged at the pressed position of the bottom of each primary spring; when the vehicle is in traction, on the premise that the axle weights of the vehicle are uniformly distributed, the output moment of the traction motor is controlled to be matched with each axle weight of the vehicle according to the pressure value of the primary spring detected by the first pressure sensor, and the traction force of the vehicle is distributed; when the vehicle brakes, on the premise that the axle weights of the vehicle are uniformly distributed, the braking force output of the adhesive braking systems in different forms on each braking wheel of the vehicle is controlled according to the pressure value of the primary spring detected by the first pressure sensor, and the braking force of the vehicle is distributed.
The air inlet of each air spring is communicated with the output port of one electromagnetic valve; all the input ports of the electromagnetic valves are communicated with the air storage tank; the throttle valve of each air spring is communicated with one air chamber; all the electromagnetic valves, the first pressure sensor, the second pressure sensor, the displacement sensor and the throttle valve are electrically connected with the train electronic control unit.
The invention also provides a train axle weight adjusting method, which comprises the following steps:
collecting the air spring pressure value and the height direction displacement of the bogie;
and controlling the air springs to be inflated or deflated according to the air spring pressure value, adjusting the height of the air springs according to the displacement of the air springs in the height direction, and adjusting the pressure values of all the air springs of the bogie to be equal to each other so as to uniformly distribute the axle weight.
As an inventive concept, the present invention also provides a train electronic control unit including:
the wheel axle weight adjusting unit is used for controlling the air springs to be inflated or deflated according to the pressure value of the bogie air springs, adjusting the height of the air springs according to the displacement of the air springs in the height direction, and adjusting the pressure values of all the air springs of the bogie to be equal to each other so as to uniformly distribute the wheel axle weight of the vehicle;
the traction force distribution unit is used for controlling the output torque of the traction motor to be matched with each axle weight of the vehicle according to the pressure value of the primary spring of the bogie on the premise that the axle weights of the vehicle are uniformly distributed when the vehicle is in traction, and distributing the traction force of the vehicle;
and the braking force distribution unit is used for controlling the braking force output of the adhesive braking systems in different forms on each braking wheel of the vehicle according to the pressure value of the primary springs of the bogie on the premise of uniformly distributing the axle weight of the vehicle when the vehicle brakes, and distributing the braking force of the vehicle.
Compared with the prior art, the invention has the following beneficial effects: the invention can adjust the pressure values of all air springs of the vehicle bogie to be equal, so that the axle weights of the vehicle are uniformly distributed, and the traction force and the braking force of the vehicle are precisely distributed on the premise of uniformly distributing the axle weights of the vehicle, thereby improving the adhesion utilization degree of the train and greatly improving the power performance and the running quality of the train.
Drawings
FIG. 1 is a schematic diagram of a dispensing system according to the present invention.
Detailed Description
The specific implementation process of the invention is as follows:
(1) The four air springs of the two bogies of each carriage are respectively provided with a sensor for monitoring the displacement in the height direction and a sensor for monitoring the pressure value, and the eight primary springs are provided with sensors for monitoring the pressure value.
(2) The electronic control unit ECU controls the air valve to charge and discharge the air spring according to the collected air spring pressure value, adjusts the height of the air spring, and adjusts the air pressure value of the air spring to be equal or similar so as to uniformly distribute the axle weight.
In the running process of the vehicle, along with the change of passenger capacity, the change of passenger distribution and the change of running state (up-down slope, over-curve and over-vertical curve of the vehicle), the axle weight of the vehicle can also change continuously, and the change can lead to uneven distribution of the axle weight of the vehicle, so that accidents are easy to occur when the vehicle is pulled or braked under the condition of uneven distribution of the axle weight of the vehicle. When the ECU receives a traction or braking instruction, the ECU controls the air spring to charge and discharge, and adjusts the air pressure value of the air spring:
let the initial air pressure value of each section of vehicle air spring be N i (i=1, 2,3, 4), the air spring is adjusted to reach a target air pressure value n= (N) 1 +N 2 +N 3 +N 4 ) And/4, regulating air intake or air discharge of the air spring solenoid valve by the ECU (when the initial air pressure value of the air spring is greater than the target air pressure value, namely N i When N is more than 0, the air inlet of the electromagnetic valve is regulated; when the initial air pressure value of the air spring is smaller than the target air pressure value, namely N i -when N is less than 0, the electromagnetic valve is regulated to deflate so as to enable the air pressure value N after the air spring is regulated i ' (i=1, 2,3, 4) approaches the target value N, and the deviation value epsilon= |n can be reasonably set according to the adjustment accuracy and adjustment capability of the electric control bogie and the running state of the train i ' N|, epsilon can take a certain value between 0MPa and 0.1 MPa.
(3) When the vehicle is towed, the ECU controls the output torque of the traction motor to be matched with each axle weight of the vehicle according to the collected pressure value of the primary spring, and the traction force of the vehicle is accurately distributed.
The vehicle is sequenced from one end to two ends, namely four axles 1 to 4 respectively, each axle corresponds to two primary springs (the primary springs adjacent to two wheels of the axle), and the traction force required to be distributed on each axle is set as Q i (i=1, 2,3, 4) and sets eight primary spring pressure values as F j (j=1, 2,3,4,5,6,7, 8), the traction Z of the shaft 1 1 Corresponds to F 1 、F 2 Axis 2 corresponds to F 3 、F 4 Axis 3 corresponds to F 5 、F 6 Shaft 4 corresponds to F 7 、F 8 . If the total traction distribution value of the section of the vehicle is D, distribution is carried outTraction on four axes is respectively
(4) When the vehicle brakes, the ECU controls the braking force output of different forms of adhesive braking systems on each braking wheel of the vehicle according to the collected pressure value of the primary spring, and the braking force of the vehicle is accurately distributed.
Each wheel corresponds to a series of springs (the series of springs adjacent to the wheel) and the braking force required to be distributed to each wheel is set as Z j (j=1, 2,3,4,5,6,7, 8) and sets eight primary spring pressure values as F j (j=1, 2,3,4,5,6,7, 8), the braking force Z of the wheel 1 1 Corresponds to F 1 Braking force Z of wheel 2 2 Corresponds to F 2 Braking force Z of wheel 3 3 Corresponds to F 3 Braking force Z of wheel 4 4 Corresponds to F 4 Braking force Z of wheel 5 5 Corresponds to F 5 Braking force Z of wheel 6 6 Corresponds to F 6 Braking force Z of wheel 7 7 Corresponds to F 7 Braking force Z of wheel 8 8 Corresponds to F 8 . If the total value of the braking force distribution of the section of the vehicle is B, the braking force distributed to each wheel is respectively
As shown in fig. 1, each secondary spring of the bogie (in the invention, 8 primary springs and 4 secondary springs, namely air springs are arranged on the bogie for example) is provided with a displacement sensor (namely an air spring height sensor); a second pressure sensor (namely an air spring pressure sensor) is arranged in the air inlet channel of each secondary spring; the displacement sensor and the second pressure sensor are electrically connected with the electronic control unit ECU; the electronic control unit is electrically connected with the 4 electromagnetic valves; the input ports of the 4 electromagnetic valves are communicated with the air storage tank; the output port of each electromagnetic valve is communicated with the air inlet of one secondary spring; the throttle valve of each secondary spring is in communication with an air chamber. The throttle valve is electrically connected with the electronic control unit, so that the electronic control unit can conveniently control the secondary spring air valve to release pressure. The electromagnetic valve is a three-position three-way electromagnetic valve, the air inlet of the electromagnetic valve is communicated with the air storage tank, the working port is communicated with the air inlet of the secondary spring, and the air outlet is communicated with the atmosphere. A first pressure sensor (namely a primary spring pressure sensor) is arranged at the pressure bearing part of the bottom of each primary spring of the bogie; the first pressure sensor is electrically connected with the electronic control unit.
The empty spring high sensor can monitor the displacement of the secondary spring in the height direction in real time. The air spring pressure sensor can monitor the pressure in the air inlet channel of the secondary spring in real time, the ECU can judge whether the secondary spring leaks or breaks according to the pressure parameter (namely, the ECU can preset a threshold value, when the pressure in the air inlet channel is lower than the threshold value, the secondary spring is considered to leak or break), the position of the electromagnetic valve piston is regulated (for example, in the invention, one position of the three-position three-way electromagnetic valve is that the air inlet is communicated with the air spring (the secondary spring), the air spring is communicated with the atmosphere when the air inlet is at the two positions, the air inlet is at the three positions, the air spring is not communicated with the atmosphere, the position of the electromagnetic valve piston is regulated to the two positions from the other positions (one position or the three positions), and the pressure relief of all the secondary springs is controlled.
At present, three control modes of the air spring of the railway vehicle exist, namely two-point control, three-point control and four-point control. In the four-point control mode, each air spring of the bogie is provided with a height valve, the air supply systems of the air springs are independent and are connected through a differential pressure valve, the differential pressure valve plays a role in communication when the pressure difference of the two air springs exceeds a set value, the pressure difference of the two air springs is limited, when one of the air springs controlled by four points is seriously leaked and damaged, the other air spring on the same bogie can be decompressed together due to the action of the differential pressure valve, so that the heights of the two air springs on the same bogie are kept consistent, and the use safety of the vehicle is ensured; in the two-point control mode, the two air springs of the bogie share one height valve, the height valve is arranged on the longitudinal central line of the bogie, the two air springs are mutually communicated, the pressure is the same, and when one of the two air springs controlled by the two points is seriously leaked and damaged, the two air springs on the same bogie are mutually communicated, so that the two air springs on the same bogie are also depressurized together, the heights of the two air springs on the same bogie are kept consistent, and the safety of vehicle use is ensured; the three-point control mode combines the characteristics of the four-point control mode and the two-point control mode, one end is the same as the four-point control mode, the other end is the same as the two-point control mode, when one of the air springs controlled by the three points is seriously leaked and damaged, the two air springs on the same bogie can be decompressed together, so that the heights of the two air springs on the same bogie are kept consistent, and the safety of vehicle use is ensured. Although all three modes can ensure that when the air springs on one bogie have serious leakage and breakage, the two air springs on the bogie are simultaneously deflated and have uniform height, the whole carriages can incline due to different heights of the front and rear bogie air springs as the other air springs still keep the original height, the situation can adversely affect the running performance of the vehicle, the riding comfort is affected slightly, and the axle is unevenly redistributed due to inclination when the train is pulled and braked, so that the vehicle runs idle and skids to cause accidents. Therefore, compared with the traditional air suspension system adopting a mechanical structure height valve control rod, the control method has the advantages that each air spring is controlled in real time by adopting an electric control system with higher precision and sensitivity, the control mode is more flexible and reliable, when one or a plurality of air springs are seriously leaked and damaged, all the air springs in one carriage can be decompressed together, the height level of the whole carriage is ensured, and the running safety and comfort of the railway vehicle can be effectively improved.
Claims (8)
1. A method for distributing traction and braking force of a train, comprising the steps of:
collecting the air spring pressure value and the height direction displacement of the bogie and a series of spring pressure values;
according to the pressure value of the air springs, controlling the air springs to be inflated or deflated, adjusting the height of the air springs according to the displacement of the air springs in the height direction, and adjusting the pressure values of all the air springs of the vehicle bogie to be equal to each other so as to uniformly distribute the axle weight of the vehicle;
when the vehicle is in traction, on the premise that the axle weights of the vehicle are uniformly distributed, the output moment of the traction motor is controlled to be matched with each axle weight of the vehicle according to the pressure value of a first-system spring, and the traction force of the vehicle is distributed; when the vehicle brakes, on the premise of uniformly distributing the axle weight of the vehicle, the braking force output of the adhesive braking systems in different forms on each braking wheel of the vehicle is controlled according to the pressure value of the primary spring, and the braking force of the vehicle is distributed.
2. The method for distributing traction and braking forces of a train according to claim 1, wherein the specific implementation process for ensuring uniform distribution of axle weights comprises: let the initial air pressure value of each section of vehicle air spring be N i I=1, 2,3,4; target air pressure value N= (N) of air spring to be adjusted 1 +N 2 +N 3 +N 4 ) 4; when N is i -controlling the air spring to deflate when N > 0; when N is i And when N is less than 0, controlling the air spring to be inflated, so that the air pressure value after the air spring is adjusted approaches to the target air pressure value N.
3. The method for distributing tractive effort and braking effort of claim 2 wherein the air spring is adjusted to an air pressure value N i When the absolute value of the difference between the air spring and the target air pressure value N is smaller than the set deviation value epsilon, judging that the air pressure value after the air spring is regulated approaches to the target air pressure value N; wherein ε= |N i ´-N｜。
4. The train traction and braking force distribution method according to claim 1, wherein the vehicle traction is distributed using the following formula:
；
wherein Q is i I=1, 2,3,4 for the traction distributed on the four axles of the vehicle; f (F) j For eight primary spring pressure values, j=1, 2,3,4,5,6,7,8; d is the current festival carTraction force distributes the total value.
5. The train traction and braking force distribution method according to claim 4, wherein the vehicle braking force is distributed using the following formula:
；
wherein Z is j Braking force for distribution to each wheel; and B is the total value of the current throttle braking force distribution.
6. A train traction and braking force distribution system comprises a plurality of air springs mounted on a bogie; each air spring is provided with a displacement sensor; a second pressure sensor is arranged in each air spring air inlet channel; controlling the air springs to be inflated or deflated according to the air spring pressure value detected by the second pressure sensor, adjusting the height of the air springs according to the air spring height direction displacement detected by the displacement sensor, and adjusting the pressure values of all the air springs of the bogie to be equal to each other so as to uniformly distribute the axle weight;
a plurality of primary springs are arranged on the bogie, and a first pressure sensor is arranged at the pressed part of the bottom of each primary spring; when the vehicle is in traction, on the premise that the axle weights of the vehicle are uniformly distributed, the output moment of the traction motor is controlled to be matched with each axle weight according to the pressure value of the primary spring detected by the first pressure sensor, and the traction force of the vehicle is distributed; when the vehicle brakes, on the premise that the axle weights of the vehicle are uniformly distributed, the braking force output of the adhesive braking systems in different forms on each braking wheel of the vehicle is controlled according to the pressure value of the primary spring detected by the first pressure sensor, and the braking force of the vehicle is distributed.
7. The train traction and braking force distribution system according to claim 6, wherein the air inlet of each of said air springs is in communication with the output of one of said solenoid valves; all the input ports of the electromagnetic valves are communicated with the air storage tank; the throttle valve of each air spring is communicated with one air chamber; all the electromagnetic valves, the first pressure sensor, the second pressure sensor, the displacement sensor and the throttle valve are electrically connected with the train electronic control unit.
8. A train electronic control unit, comprising:
the wheel axle weight adjusting unit is used for controlling the air springs to be inflated or deflated according to the air spring pressure value of the vehicle bogie, adjusting the height of the air springs according to the displacement of the air springs in the height direction, and adjusting the pressure values of all the air springs of the vehicle bogie to be equal to each other so that the wheel axle weights of the vehicle are uniformly distributed;
the traction force distribution unit is used for controlling the output torque of the traction motor to be matched with each axle weight of the vehicle according to the pressure value of a primary spring of the bogie of the vehicle on the premise that the axle weights of the vehicle are uniformly distributed when the vehicle is in traction, and distributing the traction force of the vehicle;
and the braking force distribution unit is used for controlling the braking force output of the adhesive braking systems in different forms on each braking wheel of the vehicle according to the pressure value of the primary spring of the bogie of the vehicle on the premise of uniformly distributing the axle weight of the vehicle when the vehicle brakes, and distributing the braking force of the vehicle.
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| CN201911075046.9A CN110641500B (en) | 2019-11-06 | 2019-11-06 | Train axle weight adjustment method, traction force and braking force distribution method and system |
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| CN110386160B (en) * | 2018-04-16 | 2021-11-30 | 中车唐山机车车辆有限公司 | Multi-air-spring train suspension control method and system and train |
| CN114228790B (en) * | 2020-09-09 | 2023-05-26 | 中车株洲电力机车研究所有限公司 | Energy-saving control method for automatic train driving, related equipment and readable storage medium |
| CN112660190A (en) * | 2021-01-04 | 2021-04-16 | 中车青岛四方车辆研究所有限公司 | System and method for adjusting working height of vehicle body of railway vehicle and railway vehicle |
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