CN110949358B

CN110949358B - Rail train braking control method and device

Info

Publication number: CN110949358B
Application number: CN201911289326.XA
Authority: CN
Inventors: 罗智迅; 陈林; 罗超; 张一鸣; 高晓明
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Brake System Co Ltd
Priority date: 2019-12-13
Filing date: 2019-12-13
Publication date: 2021-08-17
Anticipated expiration: 2039-12-13
Also published as: CN110949358A

Abstract

The invention provides a rail train brake control method and a device, which are applied to the technical field of rail trains, wherein a standby main BCU acquires the total brake force of a train under the condition that the communication between the standby main BCU and the main BCU is interrupted, the standby main BCU firstly determines a slave BCU which CAN establish communication connection to obtain a target slave BCU so as to construct a CAN unit controlled by the standby main BCU, then, train-level brake force distribution is carried out to obtain unit brake force, then the unit brake force is sent to each target slave BCU, so that each BCU in the CAN unit controlled by the master BCU controls the corresponding brake mechanism to brake according to the obtained unit braking force, in case of communication interruption with the master BCU, the standby BCU can still control the slave BCU which can establish communication connection to brake, the braking force loss of the rail train can be reduced to the greatest extent, so that the braking distance of the rail train is effectively controlled, and the running safety of the rail train is ensured.

Description

Rail train braking control method and device

Technical Field

The invention belongs to the technical field of rail trains, and particularly relates to a rail train brake control method and device.

Background

The existing rail train brake control system mostly adopts two layers of communication networks of MVB (Multifunction Vehicle Bus) and CAN (Controller Area Network) to control the braking force. Fig. 1 is a schematic diagram of a network structure of a railway train Brake control system, as shown in fig. 1, for a train of 6-consist trains consisting of 6 train bodies, the train CAN be divided into two CAN units, namely, CAN1 and CAN2, each CAN unit comprises a plurality of BCUs (Brake control units), each of which CAN be subdivided into a master BCU (Brake control unit), a standby BCU and a plurality of slave BCUs according to different specific functions, each BCU in the same CAN unit communicates through a CAN bus, and the master BCU distributes braking force of all the slave BCUs and the standby BCUs; and between different CAN units, the main BCU CAN acquire the information of each BCU in other CAN units through the MVB.

For any CAN unit, the CAN connectors used for realizing the communication inside the unit in each BCU inside the CAN unit are in a serial connection relationship in sequence, so if a certain CAN connector of a slave BCU in the CAN unit is disconnected, communication between each BCU behind the slave BCU and the master BCU is interrupted, and a brake command of the master BCU cannot be received. In this case, each BCU that is unable to receive a control command will release the brake actuator, i.e. no longer apply braking force. Therefore, the rail train loses part of braking force, the braking distance of the rail train is difficult to effectively control, and even the safe operation of the rail train is threatened.

Disclosure of Invention

In view of the above, an object of the present invention is to provide a method and an apparatus for controlling braking of a rail train, which enable a backup BCU to perform a function of a master BCU when a communication fault occurs inside a CAN unit, and control most slave BCUs to generate corresponding braking force, so as to reduce the braking force lost by the rail train as much as possible, further effectively control a braking distance of the rail train, and ensure the operation safety of the rail train, and the specific scheme is as follows:

in a first aspect, the rail train brake control method provided by the present invention is applied to a backup main brake control unit BCU in an existing CAN unit, and the method includes:

acquiring the total braking force of the train under the condition that the communication with a main BCU in the existing CAN unit is interrupted;

determining a slave BCU capable of establishing communication connection to obtain a target slave BCU so as to construct a CAN unit controlled by the master BCU;

distributing train-level braking force according to the total train braking force to obtain unit braking force;

and sending the unit braking force to each target slave BCU, so that each BCU in the CAN unit controlled by the standby master BCU controls the corresponding braking mechanism to brake according to the unit braking force.

Optionally, the determining a slave BCU capable of establishing a communication connection to obtain a target slave BCU includes:

acquiring a CAN data frame transmitted in a connected CAN bus;

and determining the slave BCU corresponding to the slave BCU identification information contained in the CAN data frame as a target slave BCU.

Optionally, the performing train-level brake force distribution according to the total train brake force to obtain a unit brake force includes:

determining the total number of BCUs with normal current communication of the rail train;

and calculating the quotient of the total braking force of the train and the total amount to obtain the unit braking force.

Optionally, the determining the total number of BCUs with normal current communication of the rail train includes:

acquiring BCU state information of other CAN units in a multifunctional vehicle bus MVB;

determining the number of BCUs with normal communication in the other CAN units according to the BCU state information;

and calculating the sum of the number of the BCUs with normal communication in the other CAN units and the number of the BCUs in the CAN unit controlled by the standby main BCU to obtain the total number of the BCUs with normal communication in the current rail train.

Optionally, the rail train braking control method provided by the first aspect of the present invention further includes:

acquiring the communication states of other CAN units and a multifunctional vehicle bus MVB;

and if at least one CAN unit is interrupted in communication with the MVB, sending preset braking force to each target slave BCU, so that each BCU in the CAN unit controlled by the standby master BCU controls a corresponding braking mechanism to brake according to the preset braking force.

Optionally, after sending the preset braking force to each target slave BCU, the method further includes:

and sending preset notification information to a Train Control Monitoring System (TCMS) so that the TCMS cuts off the integral electric braking force of the rail train.

Optionally, the process of determining whether to interrupt communication with the main BCU includes:

monitoring a vital signal of a main BCU transmitted in a connected CAN bus;

and if the vital signal is not monitored within the preset time, judging that the communication with the main BCU is interrupted.

In a second aspect, the present invention provides a rail train brake control device comprising:

the acquiring unit is used for acquiring the total braking force of the train under the condition that the communication with the main BCU in the existing CAN unit is interrupted;

the determining unit is used for determining a slave BCU capable of establishing communication connection to obtain a target slave BCU so as to construct a CAN unit controlled by the standby master BCU;

the distribution unit is used for distributing train-level braking force according to the total braking force of the train to obtain unit braking force;

and the sending unit is used for sending the unit braking force to each target slave BCU so that each BCU in the CAN unit controlled by the standby master BCU controls the corresponding braking mechanism to brake according to the unit braking force.

Optionally, the determining unit is configured to determine a slave BCU capable of establishing a communication connection, and when the target slave BCU is obtained, the determining unit specifically includes:

acquiring a CAN data frame transmitted in a connected CAN bus;

Optionally, the distribution unit is configured to distribute train-level braking force according to the total train braking force, and when a unit braking force is obtained, the distribution unit specifically includes:

According to the rail train brake control method provided by the invention, if the standby main BCU acquires the total brake force of the train under the condition that the communication between the standby main BCU and the main BCU is interrupted, the standby main BCU performs brake control. Firstly, the backup master BCU determines the slave BCUs capable of establishing communication connection to obtain the target slave BCUs to construct the CAN unit controlled by the backup master BCU, then train-level brake force distribution is carried out to obtain unit brake force, and then the unit brake force is sent to each target slave BCU, so that each BCU in the CAN unit controlled by the backup master BCU controls the corresponding brake mechanism to brake according to the obtained unit brake force.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic diagram of a network architecture of a rail train brake control system;

FIG. 2 is a flow chart of a rail train braking control method provided by an embodiment of the present invention;

FIG. 3 is a schematic diagram illustrating the effect of dividing CAN units in the rail train braking control method provided by the embodiment of the invention;

fig. 4 is a block diagram of a rail train brake control device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, fig. 1 is a schematic diagram of a network architecture of a rail train brake control system. As shown, the network of the rail train control system includes at least one CAN unit, and in most cases, a plurality of CAN units.

The CAN unit comprises a plurality of BCUs, the BCUs CAN be subdivided into a master BCU, a standby master BCU and a plurality of slave BCUs according to different specific functions, each BCU is correspondingly provided with a braking mechanism, and each BCU sends a braking instruction to the corresponding braking mechanism so as to realize a preset braking function. Each BCU in the same CAN unit communicates through a CAN bus, and communication lines of the BCUs are connected in series in sequence. Specifically, the master BCU sends control commands to each slave BCU and the backup BCU, that is, braking forces of all the slave BCUs and the backup BCU are distributed.

In the prior art, the backup BCU is used as a hot backup of the master BCU, and CAN perform all functions of the master BCU except that a braking instruction cannot be sent to each slave BCU in the CAN unit, for example, summarizing information of each slave BCU in the CAN unit, receiving information of other CAN units, calculating and managing braking force, transmitting information of each current BCU in the CAN unit to the TCMS, and the like.

And between different CAN units, the main BCU CAN acquire the information of each BCU in other CAN units through the MVB, and meanwhile, the main BCU CAN also communicate with the TCMS through the MVB to realize the interactive transmission of the information.

Based on the premise, the embodiment of the invention provides a rail train brake control method, which is applied to a standby main BCU in each CAN unit of a rail train. Optionally, referring to fig. 2, fig. 2 is a flowchart of a rail train braking control method provided in an embodiment of the present invention, where the method provided in the embodiment of the present invention may include:

s100, acquiring the total braking force of the train under the condition that the communication with a main BCU in the existing CAN unit is interrupted.

As described above, in a general situation, the backup BCU may obtain status information of other BCUs in the existing CAN unit, receive a control command of the master BCU, perform brake control, and the like, and also obtain status information of other BCUs in other CAN units on the rail train, for example, communication status information of the master BCU and the TCMS in other CAN units, communication information with the MVB bus, and the like, through the MVB bus.

Based on the above, the master BCU constantly monitors the vital signals of the master BCU in the existing CAN unit transmitted in the connected CAN bus, and if the vital signals of the master BCU are not monitored within the preset time, the interruption of communication with the master BCU CAN be judged.

If the backup master BCU acquires the total train braking force sent by the TCMS under the condition that the communication between the backup master BCU and the master BCU is interrupted, namely the backup master BCU receives a braking request sent by the TCMS under the condition that the communication between the backup master BCU and the master BCU in the existing CAN unit is interrupted, the braking control method provided by the embodiment of the invention is required to be adopted for braking.

S110, determining the slave BCU capable of establishing communication connection, and obtaining the target slave BCU.

After the train total braking force is obtained under the condition that the communication with a master BCU in the existing CAN unit is interrupted, the standby master BCU needs to determine a slave BCU which CAN establish communication connection at present to obtain a target slave BCU, and then the CAN unit controlled by the standby master BCU is constructed.

Referring to fig. 3, fig. 3 is a schematic diagram illustrating an effect of dividing CAN units in the rail train braking control method according to the embodiment of the present invention. As shown in the figure, under the condition that the communication of each BCU in the CAN unit is normal, each BCU in the CAN unit forms a whole, the standby BCU and each slave BCU are controlled by the master BCU, and the corresponding brake mechanism is controlled to brake according to the brake instruction of the master BCU.

When a communication fault occurs in a certain slave BCU in the CAN unit, for example, the CAN connector of the slave BCU is disconnected, because the BCUs in the CAN unit are connected in series in sequence, the communication between the BCUs after the fault slave BCU and the master BCU is interrupted. As shown, BCU4 acts as a failed slave BCU that is unable to establish communication with neither the master BCU nor the backup master BCU, and in practice, the brake mechanisms of BCU4 will be in a released state, i.e., no longer engaged in train braking.

In this case, the standby BCU determines the slave BCUs that CAN establish a communication connection, obtains at least one target slave BCU, and constructs a new CAN unit controlled by the standby BCU with each slave BCU. As shown in fig. 3, the CAN unit before the failure of BCU4 is split into sub-CAN unit 1 still controlled by the master BCU and sub-CAN unit 2 controlled by the standby master BCU.

Optionally, after the communication of the master BCU is interrupted, the standby BCU may determine a slave BCU that CAN establish a communication connection according to a CAN data frame transmitted in a connected CAN bus. Each BCU in the CAN unit has an ID identification thereof, and data frames required to be sent by each BCU CAN be defined through a CAN communication protocol according to the ID identification, for example, 11-15 identifications represent data frames sent by the BCU1, 21-25 identifications represent data frames sent by the BCU2, and the rest is analogized in the same way, the backup BCU CAN read the identification information of the slave BCU from the received CAN data frames, namely, the slave BCU corresponding to the identification information of the slave BCU CAN establish communication connection with the backup BCU, and further the target slave BCU is obtained.

Further, the standby master BCU can further determine the specific number of the target slave BCUs according to the information.

And S120, distributing the train-level braking force according to the total braking force of the train to obtain unit braking force.

After the target slave BCU is determined and the CAN unit controlled by the master BCU is constructed, the master BCU further needs to distribute the train-level braking force according to the obtained total train braking force, and then the unit braking force of each BCU is obtained.

Specifically, the master-slave BCU acquires BCU state information of other CAN units transmitted in the MVB bus, determines the number of BCUs with normal communication in the rail train at present according to the BCU state information of the other CAN units, sums the number of BCUs with normal communication of the other CAN units in the rail train and the number of BCUs in the CAN unit controlled by the master-slave BCU, and the sum is the total number of all BCUs with normal communication in the rail train at present.

And then, calculating the quotient of the total braking force of the train and the total number of the obtained BCUs, wherein the obtained result is the unit braking force corresponding to each BCU of the rail train.

As shown in fig. 3, the BCU6 is a backup BCU, and now performs the function of the master BCU, the CAN unit controlled by the backup BCU contains 2 BCUs, it is assumed that other CAN units of the rail train include n BCUs capable of communicating normally, the total of n +2 BCUs, and the total train braking force/(n +2), and the obtained result is the unit braking force of each CBU.

And S130, sending unit braking force to each target slave BCU.

After the unit braking force is obtained, the unit braking force CAN be sent to each target slave BCU, and the target slave BCUs and the corresponding brake mechanisms are controlled to brake according to the obtained unit braking force, namely, each BCU in the CAN unit controlled by the master BCU controls the corresponding brake mechanism to brake according to the obtained unit braking force.

In summary, according to the rail train brake control method provided by the embodiment of the present invention, the backup BCU can still control the slave BCU that can establish the communication connection to brake under the condition that the communication with the master BCU is interrupted.

Optionally, in the method for controlling braking of a rail train provided in the embodiment of the present invention, on the basis of the above embodiment, the backup BCU may also monitor communication states of other CAN units and the MVB bus in the rail train, that is, communication states of the master BCU and the backup BCU and the MVB bus in the other CANs are monitored, and if it is detected that both the master BCU and the backup BCU in at least one CAN unit are interrupted in communication with the MVB, the backup BCU sends a preset braking force to each target slave BCU, so that each BCU in the CAN unit controlled by the backup BCU controls a corresponding braking mechanism to brake according to the preset braking force.

Generally, when a communication fault of a master BCU and a backup BCU in a CAN unit and an MVB exists in a rail train, namely a communication fault with a TCMS exists, the preset braking force is 100% level to apply air braking force, and in this case, the rail train stops due to braking operation.

Optionally, in this case, the backup BCU may further send a preset notification message to the TCMS, and the TCMS cuts off the electric braking force of the whole rail train after receiving the preset notification message.

It CAN be expected that the control method provided by the embodiment of the present invention is also applicable to a master BCU in other CAN units, which is in normal communication with an MVB, and if there is a communication interruption between the master BCU and a backup BCU in at least one CAN unit, and the master BCUs and the backup BCUs in the at least one CAN unit, including the backup BCU which plays a role of the master BCU, all the master BCUs send preset braking forces to corresponding slave BCUs, which CAN ensure that each train body in the rail train applies the same braking force, so that the longitudinal impact effect of the whole rail train CAN be reduced.

In the following, the rail train brake control device provided in the embodiment of the present invention is introduced, and the rail train brake control device described below may be regarded as a functional module architecture that needs to be set in the central device to implement the rail train brake control method provided in the embodiment of the present invention; the following description may be cross-referenced with the above.

Optionally, referring to fig. 4, fig. 4 is a block diagram of a structure of a rail train brake control device according to an embodiment of the present invention, where the rail train brake control device according to the embodiment of the present invention includes:

the acquiring unit 10 is used for acquiring the total braking force of the train under the condition that the communication with the main BCU in the existing CAN unit is interrupted;

a determining unit 20, configured to determine a slave BCU capable of establishing a communication connection, to obtain a target slave BCU, so as to construct a CAN unit controlled by the master BCU;

the distribution unit 30 is used for distributing train-level braking force according to the total braking force of the train to obtain unit braking force;

and the sending unit 40 is used for sending the unit braking force to each target slave BCU so that each BCU in the CAN unit controlled by the standby master BCU controls the corresponding braking mechanism to brake according to the unit braking force.

Optionally, the determining unit 20 is configured to determine a slave BCU capable of establishing a communication connection, and when obtaining the target slave BCU, specifically includes:

acquiring a CAN data frame transmitted in a connected CAN bus;

Optionally, the distribution unit 30 is configured to distribute train-level braking force according to the total braking force of the train, and when obtaining unit braking force, the method specifically includes:

calculating the quotient of the total braking force and the total braking force of the train to obtain the unit braking force

The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A rail train brake control method is characterized by being applied to a backup main Brake Control Unit (BCU) in an existing CAN unit, and comprises the following steps:

distributing train-level braking force according to the total train braking force to obtain unit braking force; the train-level braking force distribution is carried out according to the total train braking force to obtain unit braking force, and the method comprises the following steps: determining the total number of BCUs with normal current communication of the rail train; calculating the quotient of the total braking force of the train and the total amount to obtain a unit braking force;

2. The rail train brake control method of claim 1, wherein determining a slave BCU to which a communication connection can be established and obtaining a target slave BCU comprises:

acquiring a CAN data frame transmitted in a connected CAN bus;

3. The rail train brake control method of claim 1, wherein the determining the total number of BCUs with which the rail train is currently communicating properly comprises:

4. The rail train brake control method according to claim 1, further comprising:

5. The rail train brake control method of claim 4, further comprising, after the sending preset brake force to each of the targets from the BCU:

6. The rail train brake control method according to any one of claims 1 to 5, wherein the process of determining whether to interrupt communication with the master BCU comprises:

monitoring a vital signal of a main BCU transmitted in a connected CAN bus;

7. A rail train brake control apparatus, comprising:

the train braking system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring the total braking force of a train under the condition that the communication with a main BCU in the existing CAN unit is interrupted;

the determining unit is used for determining the slave BCUs capable of establishing communication connection to obtain target slave BCUs so as to construct a CAN unit controlled by the master BCU;

the distribution unit is used for distributing train-level braking force according to the total braking force of the train to obtain unit braking force; the distribution unit is configured to distribute train-level braking force according to the total train braking force, and when unit braking force is obtained, the distribution unit specifically includes: determining the total number of BCUs with normal current communication of the rail train; calculating the quotient of the total braking force of the train and the total amount to obtain a unit braking force;

8. The rail train brake control device according to claim 7, wherein the determining unit is configured to determine a slave BCU that can establish a communication connection, and when the target slave BCU is obtained, the determining unit specifically includes:

acquiring a CAN data frame transmitted in a connected CAN bus;