CN111806510A - Rail vehicle brake control method and system and rail vehicle - Google Patents
Rail vehicle brake control method and system and rail vehicle Download PDFInfo
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- CN111806510A CN111806510A CN202010723975.2A CN202010723975A CN111806510A CN 111806510 A CN111806510 A CN 111806510A CN 202010723975 A CN202010723975 A CN 202010723975A CN 111806510 A CN111806510 A CN 111806510A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes
Abstract
The embodiment of the invention provides a rail vehicle brake control method and system and a rail vehicle. The rail vehicle brake control method comprises the following steps: acquiring a current braking force demand value of the rail vehicle; and controlling an internal combustion power pack to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode to drive the railway vehicle to brake based on the acquired current braking force demand value. The rail vehicle brake control method and system and the rail vehicle provided by the embodiment of the invention are used for overcoming the defect of small brake force range of the rail vehicle in the prior art, and realizing the effect of changing the traditional hydraulic brake of the gearbox into the reverse-dragging auxiliary power generation device, the diesel engine friction and the hydraulic brake of the gearbox to provide mixed brake power.
Description
Technical Field
The invention relates to the field of rail vehicles, in particular to a rail vehicle brake control method and system and a rail vehicle.
Background
In the current railway vehicle field, the main characteristic of the hydraulic transmission power pack is that the hydraulic transmission power pack can help the vehicle to provide braking force, and when the hydraulic transmission power pack is used on a long and large slope, the abrasion of brake pads can be reduced. The braking force of the traditional hydraulic transmission power pack is mainly provided by a hydraulic transmission case, and the braking force range is small. In order to fully use the power pack brake and reduce the use of the vehicle brake pad brake, the braking force range of the power pack needs to be increased as much as possible. This is one of the problems to be solved in the field of railway vehicles.
Disclosure of Invention
The embodiment of the invention provides a rail vehicle brake control method and system and a rail vehicle, which are used for overcoming the defect of small brake force range of the rail vehicle in the prior art and realizing the effect of changing the traditional hydraulic brake of a gearbox into the reverse-dragging auxiliary power generation device, the diesel engine friction and the hydraulic brake of the gearbox to jointly provide mixed brake power.
According to an embodiment of a first aspect of the present invention, there is provided a rail vehicle braking control method comprising: acquiring a current braking force demand value of the rail vehicle; and controlling an internal combustion power pack to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode to drive the railway vehicle to brake based on the acquired current braking force demand value.
According to an embodiment of the invention, the controlling an internal combustion power pack to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode to drive the rail vehicle to brake based on the acquired current braking force demand value specifically comprises: comparing the current braking force demand value with the maximum braking force which can be currently provided by an auxiliary power generation device, a diesel engine and a hydraulic transmission in the internal combustion power pack; and controlling the internal combustion power pack to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode based on the comparison result.
According to an embodiment of the invention, the rail vehicle brake control method further comprises: respectively acquiring current torque information of the auxiliary power generation device, the diesel engine and the hydraulic transmission; and respectively calculating the maximum braking force which can be currently provided by the auxiliary power generation device, the diesel engine and the hydraulic transmission based on the current torque information.
According to an embodiment of the present invention, the controlling the internal combustion power pack to select between an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode based on the comparison result specifically includes: and controlling the internal combustion power pack to enter an auxiliary power generation device braking mode in response to the current braking force demand value being less than or equal to the maximum braking force which can be currently provided by the auxiliary power generation device.
According to the embodiment of the invention, the controlling the internal combustion power pack to enter the auxiliary power generation device braking mode in response to the current braking force demand value being less than or equal to the maximum braking force which can be currently provided by the auxiliary power generation device specifically comprises: and reducing the oil injection quantity of the diesel engine, so that wheels of the railway vehicle drag a generator of the auxiliary power generation device to generate power, and the railway vehicle is braked.
According to an embodiment of the present invention, the controlling the internal combustion power pack to select between an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode based on the comparison result specifically includes: and controlling the internal combustion power pack to enter a diesel engine friction braking mode in response to the current braking force demand value being greater than the maximum braking force which can be currently provided by the auxiliary power generation device and being less than or equal to the sum of the maximum braking force which can be currently provided by the auxiliary power generation device and the maximum braking force which can be currently provided by the diesel engine friction.
According to the embodiment of the invention, the controlling the internal combustion power pack to enter the diesel engine friction braking mode in response to the current braking force demand value being greater than the maximum braking force which can be currently provided by the auxiliary power generation device and being less than or equal to the sum of the maximum braking force which can be currently provided by the auxiliary power generation device and the maximum braking force which can be currently provided by the diesel engine friction specifically comprises: and reducing the fuel injection quantity of the diesel engine, so that wheels of the railway vehicle completely drag a generator of the auxiliary power generation device to generate power, and the diesel engine is partially dragged by the railway vehicle in a reverse mode, so that the railway vehicle is braked.
According to an embodiment of the present invention, the controlling the internal combustion power pack to select between an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode based on the comparison result specifically includes: and controlling the internal combustion power pack to enter a hydraulic transmission braking mode in response to the current braking force demand value being greater than the sum of the maximum braking force currently provided by the auxiliary power generation device and the maximum braking force currently provided by the friction of the diesel engine.
According to an embodiment of the invention, the controlling the internal combustion power pack to enter the hydraulic transmission braking mode in response to the current braking force demand value being greater than the sum of the maximum braking force currently available by the auxiliary power generation device and the maximum braking force currently available by the friction of the diesel engine specifically comprises: and reducing the oil injection quantity of the diesel engine, enabling wheels of the railway vehicle to completely drag a generator of the auxiliary power generation device to generate power, enabling the diesel engine to be completely dragged by the railway vehicle in a reverse mode, and simultaneously starting a gearbox brake to work, so that the railway vehicle is braked.
According to an embodiment of a second aspect of the present invention, there is provided a rail vehicle brake control system comprising: the signal acquisition module is used for acquiring a current braking force demand value of the rail vehicle; and the power pack control module is electrically connected with the signal acquisition module to receive the current braking force demand value and is used for executing the rail vehicle braking control method.
According to an embodiment of a third aspect of the present invention, there is provided a rail vehicle comprising a rail vehicle brake control system as described above, wherein the rail vehicle brake control system is integrated on an internal combustion power pack of the rail vehicle.
In the rail vehicle brake control method provided by the embodiment of the invention, the current braking force demand value of the rail vehicle can be acquired firstly. Then, according to the acquired current braking force demand value, the internal combustion power pack can be controlled to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode so as to drive the railway vehicle to brake in the corresponding braking mode. By the mode, the traditional hydraulic braking of the gearbox is changed into the reverse-dragging auxiliary power generation device, the friction of the diesel engine and the hydraulic braking of the gearbox to provide hybrid braking force. Therefore, the braking force range of the power pack is remarkably improved, the use frequency and time of power pack braking are improved, the use of vehicle brake pad braking is reduced, and the maintenance cost of the brake pad is reduced.
Further, in the rail vehicle brake control system and the rail vehicle provided by the embodiment of the invention, since the rail vehicle brake control method as described above can be executed, both have the advantages as described above.
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 flow chart diagram of an embodiment of a rail vehicle brake control method of the present invention;
FIG. 2 is a schematic logic control diagram of an embodiment of the rail vehicle brake control method of the present invention.
Reference numerals:
100: a rail vehicle braking control method;
102-104: each step;
f: a vehicle braking force demand value;
a: the maximum braking force that the auxiliary power generation device can currently provide;
b: the diesel engine rubs the maximum braking force which can be provided currently;
c: the maximum braking force that the hydrodynamic gearbox is currently capable of providing.
Detailed Description
The embodiments of the present invention will be described in further detail with reference to the drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present invention can be understood in specific cases by those of ordinary skill in the art.
In embodiments of the invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
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 an embodiment 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.
Referring now to fig. 1 and 2, embodiments of the present invention will be described. It should be understood that the following description is only exemplary embodiments of the present invention and does not constitute any particular limitation of the present invention.
As shown in fig. 1, an embodiment of the present invention provides a rail vehicle brake control method 100. Specifically, the rail vehicle brake control method 100 may generally include the steps of:
first, at step 102, a current braking force demand value for the rail vehicle is obtained.
Then, at step 104, based on the obtained current braking force demand value, the internal combustion power pack is controlled to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode so as to drive the rail vehicle to perform a braking operation under the corresponding braking mode.
By the mode, the traditional hydraulic braking of the gearbox is changed into the reverse-dragging auxiliary power generation device, the friction of the diesel engine and the hydraulic braking of the gearbox to provide hybrid braking force. Therefore, the braking force range of the power pack is remarkably improved, the use frequency and time of power pack braking are improved, the use of vehicle brake pad braking is reduced, and the maintenance cost of the brake pad is reduced.
Specifically, in practical application, the rail vehicle brake control method 100 according to the embodiment of the invention can be implemented in combination with a rail vehicle with an internal combustion power pack. Specifically, the internal combustion power pack mainly comprises a diesel engine, an auxiliary power generation device, a hydraulic transmission case, a cooling system, a hydrostatic driving system, a framework and the like. The diesel engine is connected with a hydraulic gearbox through a flange, the gearbox is connected with an axle gearbox on a vehicle bogie through a cardan shaft, and the diesel engine is connected with an auxiliary power generation device through a hydrostatic driving system. The auxiliary power generation device is used for providing electricity for the whole vehicle in the running process of the railway vehicle, and for example, the auxiliary power generation device provides electric energy for auxiliary systems such as an air conditioning system and a lighting system.
According to the above embodiment of the invention, different from the form adopted by the prior art, the braking force of the internal combustion power pack in the embodiment of the invention is provided by the auxiliary power generation device, the friction of the diesel engine and the hydraulic transmission brake together, namely, the hydraulic brake of the single transmission in the prior art is changed into the hydraulic brake of the anti-drag auxiliary power generation device, the friction of the diesel engine and the hydraulic brake of the transmission to provide mixed braking force together.
Specifically, in the embodiment of the present invention, the rail vehicle braking control method 100 may specifically further include the following steps:
and respectively acquiring current torque information of the auxiliary power generation device, the diesel engine and the hydraulic transmission.
Then, based on the current torque information acquired as above, the maximum braking force that the auxiliary power generation device, the diesel engine, and the hydraulic transmission are currently able to provide is calculated, respectively.
Further, the current braking force demand is compared to the maximum braking force that the auxiliary power generation device, the diesel engine and the hydrodynamic gearbox in the internal combustion power pack are currently capable of providing.
And then according to the comparison result, controlling the internal combustion power pack to select from the auxiliary power generation device braking mode, the diesel engine friction braking mode or the hydraulic transmission braking mode to drive the railway vehicle to perform braking operation in the corresponding braking mode.
In connection with the embodiment shown in fig. 2, in the actual control process of the control method of the invention, the braking force of the internal combustion power pack is provided substantially in the following order of priority: a. an auxiliary power generation device is provided; b. diesel engine friction; c. a hydrodynamic gearbox. In other words, the braking can be preferentially provided by the auxiliary power generation device according to the braking force required by the vehicle. When the braking force is insufficient, the friction of the diesel engine is increased on the basis of the auxiliary power generation device to provide the braking force. If the braking force is still not satisfied, the hydraulic transmission brake is activated to perform hydraulic transmission braking.
In general, in the embodiment of the invention, the braking force of the auxiliary power generation device and the engine friction can be adjusted by the diesel engine, namely, the fuel injection quantity of the diesel engine is increased or reduced, so that the diesel engine can compensate and control the auxiliary power generation device and the engine friction. On the other hand, the hydraulic brake of the gearbox can adjust the magnitude of the hydraulic braking force by changing the oil injection amount.
With further reference to fig. 2, the step of controlling the internal combustion power pack to select between an auxiliary power generation device braking mode, a diesel friction braking mode, or a hydrodynamic transmission braking mode based on the comparison result specifically comprises:
controlling the internal combustion power pack to enter a braking mode of the auxiliary power generation device in response to the current braking force demand value being less than or equal to the maximum braking force which can be currently provided by the auxiliary power generation device; or
Controlling the internal combustion power pack to enter a diesel engine friction braking mode in response to the current braking force demand value being greater than the maximum braking force which can be currently provided by the auxiliary power generation device and being less than or equal to the sum of the maximum braking force which can be currently provided by the auxiliary power generation device and the maximum braking force which can be currently provided by the diesel engine friction; or
And controlling the internal combustion power pack to enter a hydraulic transmission braking mode in response to the current braking force demand being greater than the sum of the maximum braking force currently available by the auxiliary power generation device and the maximum braking force currently available by the friction of the diesel engine.
As can be seen from the above embodiments, the execution of the auxiliary power generator braking mode, the diesel friction braking mode, or the hydrodynamic transmission braking mode needs to be selected based on a comparison of the current braking force demand value and the maximum braking force that each device is currently capable of providing.
Specifically, in the embodiment of the present invention, fig. 2 shows the control logic of the rail vehicle brake control method 100 provided by the embodiment of the present invention. Where the letter F denotes a vehicle braking force demand value, the letter a denotes a maximum braking force that the auxiliary power generating device can currently provide, the letter B denotes a maximum braking force that the diesel engine friction can currently provide, and the letter C denotes a maximum braking force that the hydraulic transmission can currently provide.
For the braking mode, namely the auxiliary power generation device braking mode, the implementation condition is that F is less than or equal to A, and at the moment, the diesel engine controls the power generation power of the auxiliary power generation device by adjusting the fuel injection quantity, so that the effect of adjusting the braking force of the auxiliary power generation device is achieved. That is, in this mode, the specific braking control is implemented by reducing the fuel injection amount of the diesel engine, so that the wheels of the rail vehicle drag the generator of the auxiliary power generation device to generate power, thereby braking the rail vehicle.
And for the braking mode II, namely a friction braking mode of the diesel engine, the implementation condition is that A is less than or equal to F and is less than or equal to A + B, the diesel engine adjusts the braking force of the diesel engine by adjusting the fuel injection quantity, and the auxiliary power generation device is completely driven by the vehicle to generate power. That is, in this mode, the specific braking control is implemented by reducing the fuel injection amount of the diesel engine, so that the wheels of the rail vehicle completely drag the generator of the auxiliary power generation device to generate power, and the diesel engine is partially dragged by the rail vehicle to run reversely, so that the rail vehicle is braked.
And for the braking mode III, namely the hydraulic transmission braking mode, the implementation condition is F > A + B, the transmission brake works at the moment, the hydraulic braking force is adjusted by changing the oil injection quantity, the oil injection quantity of the diesel engine is minimum at the moment, and the auxiliary power generation device and the diesel engine are completely dragged by the vehicle in a reverse mode. In other words, in this mode, the specific implementation manner of the braking control is to reduce the fuel injection amount of the diesel engine, so that the wheels of the rail vehicle completely drag the generator of the auxiliary power generation device to generate power, and the diesel engine completely runs by being reversely dragged by the rail vehicle, and simultaneously, the gearbox brake is started to work, so that the rail vehicle brakes.
In summary, the rail vehicle brake control method 100 provided by the embodiment of the invention can change the traditional hydraulic brake of the transmission into the reverse-dragging auxiliary power generation device, the diesel friction and the hydraulic brake of the transmission to provide hybrid brake power. In the process, kinetic energy of the rail vehicle can be converted into electric energy for assisting the power supply of the power generation device and heat energy for overcoming the frictional resistance. Therefore, the braking force range of the power pack is remarkably improved, the use frequency and time of power pack braking are improved, the use of vehicle brake pad braking is reduced, and the maintenance cost of the brake pad is reduced.
On the other hand, the embodiment of the invention also provides a railway vehicle brake control system. The control system generally includes a signal acquisition module and a power pack control module. Specifically, the signal acquisition module is used for acquiring a current braking force demand value of the railway vehicle, and the power pack control module is electrically connected with the signal acquisition module to receive the acquired current braking force demand value. Also, the power pack control module can be used to execute the rail vehicle brake control method as described above.
In addition, the embodiment of the invention also provides a railway vehicle. The rail vehicle comprises a rail vehicle brake control system as described above, wherein the rail vehicle brake control system is integrated on an internal combustion power pack of the rail vehicle.
In the rail vehicle brake control system and the rail vehicle provided by the embodiment of the invention, the rail vehicle brake control method can be executed, so that the rail vehicle brake control system and the rail vehicle have the advantages as described above.
And it should be understood that in some embodiments, the rail vehicle provided by the present invention may be any suitable type of vehicle, such as a fast train, a bullet train, a subway train, a metro train, etc., and embodiments of the present invention are not limited to a particular rail vehicle type or types. This can be selected according to the actual application needs.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (11)
1. A rail vehicle brake control method, comprising:
acquiring a current braking force demand value of the rail vehicle;
and controlling an internal combustion power pack to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode to drive the railway vehicle to brake based on the acquired current braking force demand value.
2. The rail vehicle brake control method according to claim 1, wherein the controlling an internal combustion power pack to select from an auxiliary power generation device brake mode, a diesel friction brake mode or a hydraulic transmission brake mode to drive the rail vehicle to brake based on the acquired current brake force demand value specifically comprises:
comparing the current braking force demand value with the maximum braking force which can be currently provided by an auxiliary power generation device, a diesel engine and a hydraulic transmission in the internal combustion power pack;
and controlling the internal combustion power pack to select from an auxiliary power generation device braking mode, a diesel engine friction braking mode or a hydraulic transmission braking mode based on the comparison result.
3. The rail vehicle brake control method according to claim 2, characterized by further comprising:
respectively acquiring current torque information of the auxiliary power generation device, the diesel engine and the hydraulic transmission;
and respectively calculating the maximum braking force which can be currently provided by the auxiliary power generation device, the diesel engine and the hydraulic transmission based on the current torque information.
4. The rail vehicle brake control method of claim 2, wherein the controlling the internal combustion power pack to select among an auxiliary power generation device braking mode, a diesel friction braking mode, or a hydrodynamic transmission braking mode based on the comparison comprises:
and controlling the internal combustion power pack to enter an auxiliary power generation device braking mode in response to the current braking force demand value being less than or equal to the maximum braking force which can be currently provided by the auxiliary power generation device.
5. The rail vehicle brake control method according to claim 4, wherein the controlling the internal combustion power pack into the auxiliary power generation device braking mode in response to the current braking force demand value being equal to or less than a maximum braking force that can be currently provided by the auxiliary power generation device specifically comprises:
and reducing the oil injection quantity of the diesel engine, so that wheels of the railway vehicle drag a generator of the auxiliary power generation device to generate power, and the railway vehicle is braked.
6. The rail vehicle brake control method of claim 2, wherein the controlling the internal combustion power pack to select among an auxiliary power generation device braking mode, a diesel friction braking mode, or a hydrodynamic transmission braking mode based on the comparison comprises:
and controlling the internal combustion power pack to enter a diesel engine friction braking mode in response to the current braking force demand value being greater than the maximum braking force which can be currently provided by the auxiliary power generation device and being less than or equal to the sum of the maximum braking force which can be currently provided by the auxiliary power generation device and the maximum braking force which can be currently provided by the diesel engine friction.
7. The rail vehicle brake control method according to claim 6, wherein the controlling the internal combustion power pack to enter the diesel friction braking mode in response to the current braking force demand being greater than the maximum braking force currently available to the auxiliary power generation device and being less than or equal to the sum of the maximum braking force currently available to the auxiliary power generation device and the maximum braking force currently available to the diesel friction comprises:
and reducing the fuel injection quantity of the diesel engine, so that wheels of the railway vehicle completely drag a generator of the auxiliary power generation device to generate power, and the diesel engine is partially dragged by the railway vehicle in a reverse mode, so that the railway vehicle is braked.
8. The rail vehicle brake control method of claim 2, wherein the controlling the internal combustion power pack to select among an auxiliary power generation device braking mode, a diesel friction braking mode, or a hydrodynamic transmission braking mode based on the comparison comprises:
and controlling the internal combustion power pack to enter a hydraulic transmission braking mode in response to the current braking force demand value being greater than the sum of the maximum braking force currently provided by the auxiliary power generation device and the maximum braking force currently provided by the friction of the diesel engine.
9. The rail vehicle brake control method of claim 8, wherein the controlling the internal combustion power pack to enter a hydrodynamic transmission braking mode in response to the current braking force demand being greater than a sum of a maximum braking force currently available to the auxiliary power generation device and a maximum braking force currently available to the diesel friction comprises:
and reducing the oil injection quantity of the diesel engine, enabling wheels of the railway vehicle to completely drag a generator of the auxiliary power generation device to generate power, enabling the diesel engine to be completely dragged by the railway vehicle in a reverse mode, and simultaneously starting a gearbox brake to work, so that the railway vehicle is braked.
10. A rail vehicle brake control system, comprising:
the signal acquisition module is used for acquiring a current braking force demand value of the rail vehicle;
a power pack control module electrically connected to the signal acquisition module to receive the current brake force demand value and for executing the rail vehicle brake control method of any one of claims 1 to 9.
11. A rail vehicle comprising a rail vehicle brake control system according to claim 10, wherein the rail vehicle brake control system is integrated on an internal combustion power pack of the rail vehicle.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113982735A (en) * | 2021-11-22 | 2022-01-28 | 中车青岛四方机车车辆股份有限公司 | Power pack cooling system of railway vehicle and control method |
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| CN111332294A (en) * | 2018-11-30 | 2020-06-26 | 比亚迪股份有限公司 | Control method and device of composite braking system and electric automobile |
| CN109606289A (en) * | 2018-12-21 | 2019-04-12 | 湖北航天技术研究院特种车辆技术中心 | A kind of hybrid power chassis descending energy consuming methods |
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| CN113982735A (en) * | 2021-11-22 | 2022-01-28 | 中车青岛四方机车车辆股份有限公司 | Power pack cooling system of railway vehicle and control method |
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