CN111824093A - Rail transit vehicle parking control method and system - Google Patents
Rail transit vehicle parking control method and system Download PDFInfo
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- CN111824093A CN111824093A CN202010748919.4A CN202010748919A CN111824093A CN 111824093 A CN111824093 A CN 111824093A CN 202010748919 A CN202010748919 A CN 202010748919A CN 111824093 A CN111824093 A CN 111824093A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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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
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
Abstract
The invention discloses a rail transit vehicle parking control method and a system, wherein at each braking time point, the running electric braking force of a vehicle is adjusted in real time according to the deviation value of the actual speed and the reference speed of the vehicle; when the actual speed of the vehicle drops to Vt, the electric braking force is unloaded and the stopping point is reached using air braking. The invention divides the parking control into two stages, sets a virtual calibration point in the first stage, and adjusts the braking force in real time according to the deviation value of the position speed of the virtual calibration point and the reference speed. And in the second stage, a sliding section at the front end of the parking point is set, and after the vehicle reaches the alignment point, the vehicle travels in a force unloading mode and finally is accurately parked by using air brake. The invention can greatly improve the control precision of electric braking and air braking, prevent the phenomena of mark flushing and mark missing during parking and improve the running efficiency of the vehicle.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a rail transit vehicle parking control method and a rail transit vehicle parking control system.
Background
The subway vehicle platform is provided with the safety shield door in order to protect passenger's safety usually, and when the subway vehicle came into the station and parks, the passenger room door that the subway vehicle passenger got in and out must align with the shield door accurately. The existing subway vehicle parking mode is that a signal system sends a braking level requirement according to the position of a vehicle and adjusts the braking level requirement according to the distance condition between the vehicle and a terminal. After the vehicle receives the brake level requirement, the hybrid control of electric braking and air braking is carried out, and theoretical deceleration braking force is output.
However, the performance of friction pairs of different vehicles is different, so that the accuracy of hybrid control between an electric braking force exit slope and an exit speed point as well as an air braking application slope and an air braking application point is not high, the phenomena of mark rushing (a vehicle door exceeds a shield door) and mark lacking (the vehicle door does not reach the shield door) are easily generated during parking, the vehicle needs to be restarted, and the mark is matched again, so that the running efficiency of the vehicle is seriously influenced.
Disclosure of Invention
The invention aims to solve the technical problem that the prior art is insufficient, and provides a rail transit vehicle parking control method and system, so that the accuracy of electric brake and air brake hybrid control is improved, the alignment is accurate, and the vehicle running efficiency is improved.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a rail transit vehicle parking control method comprises the following steps:
s1, adjusting the running electric braking force of the vehicle in real time at each braking time point according to the deviation value of the actual speed and the reference speed of the vehicle;
s2, when the actual speed of the vehicle is reduced to Vt, the electric brake force is unloaded and the air brake is used to reach the stop point.
The invention adopts a sectional control mode, divides the parking control into two stages, sets a virtual calibration point in the first stage, and adjusts the braking force in real time according to the deviation value of the position speed of the virtual calibration point and the reference speed. And in the second stage, a sliding section at the front end of the parking point is set, and after the vehicle reaches the alignment point, the vehicle travels in a force unloading mode and finally is accurately parked by using air brake.
The specific implementation process of the step S1 includes:
1) when the vehicle reaches the starting point of the parking interval, calculating braking deceleration a0 according to the actual speed of the vehicle at the moment, namely braking initial speed V0 and speed Vt, and calculating electric braking force F0 according to the braking deceleration a 0;
2) calculating the difference value delta V between the speed Vi of the vehicle at the ith braking time point and the reference speed V0i, namely Vi-V0i, and if delta V is less than or equal to-m Vi or delta V is less than or equal to-3 km/h, adjusting the electric braking force to be F0-n F0; if the delta V is more than or equal to m & ltVi & gt or the delta V is more than or equal to 3km/h, adjusting the electric braking force to be F0+ n & ltF 0; if-m Vi is less than delta V < m Vi, or-3 km/h is less than delta V < 3km/h, the electric braking force is not adjusted; generally, m is 0.05 and n is 0.02;
3) and repeating the step 2) for the rest of the braking time points until the vehicle reaches a position L meters away from the parking point.
The reference speed can be calculated from the actual level of the braking force, the initial speed of the braking, and the acceleration formula Vi of V0i-a 0.
The invention adjusts the electric braking force in sections and further improves the control precision.
The electric braking force is adjusted in a segmented mode by setting virtual calibration points, each braking time point corresponds to one virtual calibration point, and the actual speed V01 (V0-a 0) of the vehicle at each virtual calibration point is V0-a 0T; wherein V0 is the initial braking speed; a0 is the set brake deceleration; t is the braking time. The more the number of the set virtual calibration points is, the more accurate the control is, the value of the set virtual calibration points is taken as the braking time, the number of the selected braking time points is the number of the virtual calibration points, and the control accuracy and the calculation efficiency are both considered. Specifically, the braking time interval between two adjacent virtual calibration points is 2-3 seconds.
The specific implementation process of the step S2 includes:
A) setting the distance between the position of the vehicle and a parking point to be L meters when the actual speed of the vehicle is reduced to Vt, and dividing the L meters into N sections;
B) the brake cylinder pressure is adjusted at the start point of each segment until the vehicle reaches a stopping point.
The invention adjusts the air braking force in a sectional control mode, and further improves the control precision.
In the invention, N is 2; setting the position of the vehicle when the actual speed is reduced to Vt as a first calibration point, and setting a second calibration point between the first calibration point and a parking point; setting a pre-pressure value of the brake cylinder to be 30-40 kPa at the first calibration point; at the second calibration point, the brake cylinder pressure is controlled to be 75% of full brake pressure. The invention sets two calibration points, eliminates the error of the electric braking force adjusting stage on the speed control, and greatly improves the calibration accuracy on the premise of not influencing the running efficiency of the vehicle.
Correspondingly, the invention also provides a rail transit vehicle parking control system, which comprises:
the electric braking force adjusting module is used for adjusting the electric braking force of the running vehicle in real time at each braking time point according to the deviation value of the actual speed and the reference speed of the vehicle;
and the air braking force adjusting module is used for unloading the electric braking force and using the air brake to reach a stopping point when the actual speed of the vehicle is reduced to Vt.
Further, the electric braking force adjustment module of the present invention includes:
an electric braking force calculation unit, which is used for calculating braking deceleration a0 according to the actual speed of the vehicle at the moment, namely braking initial speed V0 and speed Vt when the vehicle reaches the starting point of the parking interval, and calculating electric braking force F0 according to the braking deceleration a 0;
a calculating unit for calculating a difference Δ V between a speed Vi of the vehicle at an i-th braking time point and a reference speed V0i, Vi-V0 i;
a judging unit for executing the following operations: if the delta V is less than or equal to-m Vi or the delta V is less than or equal to-3 km/h, adjusting the electric braking force to be F0-n F0; if the delta V is more than or equal to m & ltVi & gt or the delta V is more than or equal to 3km/h, adjusting the electric braking force to be F0+ n & ltF 0; if-m Vi is less than delta V < m Vi, or-3 km/h is less than delta V < 3km/h, the electric braking force is not adjusted; wherein k ≧ i ≧ 1. Typically, m is 0.05 and n is 0.02.
The air braking force adjustment module of the present invention includes:
the dividing unit is used for dividing a parking section which is L meters away from a parking point into N sections; the L meter is the distance from the parking point to the position where the vehicle is located when the actual speed of the vehicle is reduced to Vt;
the brake cylinder pressure adjusting unit is used for adjusting the brake cylinder pressure at the starting point of each section until the vehicle reaches a stopping point;
preferably, N ═ 2; the dividing unit sets the position of the actual speed of the vehicle when the actual speed of the vehicle is reduced to Vt as a first calibration point, and a second calibration point is arranged between the first calibration point and a parking point;
the brake cylinder pressure adjusting unit sets a pre-pressure value of the brake cylinder to be 30-40 kPa at the first calibration point; at the second calibration point, the brake cylinder pressure is controlled to be 75% of full brake pressure.
Compared with the prior art, the invention has the beneficial effects that: the invention divides the parking control into two stages, sets a virtual calibration point in the first stage, and adjusts the braking force in real time according to the deviation value of the position speed of the virtual calibration point and the reference speed. And in the second stage, a sliding section at the front end of the parking point is set, and after the vehicle reaches the alignment point, the vehicle travels in a force unloading mode and finally is accurately parked by using air brake. The invention can greatly improve the control precision of electric braking and air braking, prevent the phenomena of mark flushing and mark missing during parking and improve the running efficiency of the vehicle.
Drawings
FIG. 1 is a schematic view of a parking calibration of the present invention;
FIG. 2 is a control flow chart of the present invention.
Detailed Description
As shown in FIG. 1, the parking calibration process of the present invention is as follows:
the invention is divided into two phases, namely a first control phase and a second control phase. The first control phase is a deceleration phase, which is the precise reduction of the initial speed to the target speed. The second stage is a precise parking stage.
As can be seen from fig. 1, the interval between the starting point of the parking interval (the interval between the starting point of the parking interval and the parking point) and the punctuation mark 1 (i.e. the first punctuation mark) corresponds to the first control stage, and the interval between the punctuation mark 1 and the parking point corresponds to the second control stage.
The starting point of the parking interval refers to the position of the vehicle when the vehicle starts braking (namely a braking signal is sent by a vehicle control system). The stop point is a position where the vehicle is located when the vehicle speed is 0 (when the vehicle stops at a station, the vehicle should stop at the corresponding stop point at different positions).
The first control stage is provided with virtual calibration points, and the more the number of the virtual calibration points is, the more accurate the control is; the virtual calibration points are set to be valued according to the braking time, and the number of the selected braking time points is the number of the virtual calibration points. Typically, a braking interval of 2 to 3 seconds may be chosen to determine the virtual index point spacing, i.e., a virtual index point is set every 2 to 3 seconds. There is one virtual calibration speed value V01 for each virtual calibration point. The virtual calibration speed value V01 is a speed value calculated from the initial braking speed V0, the braking time T, and the initially set braking deceleration a 0. The virtual calibrated speed value V01 is equal to the parking initial speed V0 minus the difference between the deceleration a0 and the braking time T, i.e.: v01 ═ V0-a0 × T.
The second control stage is provided with a punctuation point 1 and a punctuation point 2. The distance between the calibration point 1 and the parking end point is 1m, and the distance between the calibration point 2 and the parking end point is 0.2m, so that the error of the first stage on speed control is eliminated, and in addition, 2 calibration points are arranged, and the control is easily realized. When the vehicle reaches the point 1, the vehicle applies 30kPa to 40kPa air braking force (30 kPa to 40kPa is set to mainly eliminate the response time of the application of the air brake, and no actual air braking force is generated). When the vehicle reaches the target point 2, the vehicle applies 75% of the normal full braking force, and possible errors of the first stage based on speed control are eliminated. The electric braking capacity of the vehicle can only be achieved when the vehicle speed is higher than 2km/h generally, and the electric braking capacity is reduced when the vehicle speed is lower than about 5km/h, so that 75% of the common full braking force is set in the embodiment.
As shown in fig. 2, the specific control flow of the present invention is as follows:
when the vehicle reaches a parking interval, according to the speed V0, calculating an average deceleration a0 required for reducing the speed to Vt (Vt is 2km/h, which is usually the speed point at which the vehicle electric braking force completely exits or the vehicle has no electric braking capability) at a calibration point 1 (a first calibration point), and then calculating a required electric braking force F0 according to the required average deceleration a 0; when the vehicle reaches a virtual calibration point 1 (a first virtual calibration point, n1), calculating a difference value delta V between an actual vehicle speed V1 and a calibration speed (reference speed) V01 to be V1-V01, and if the difference value delta V is less than or equal to-0.05V 1 or-3 km/h, reducing the electric braking force to be 0.02F 0; if the difference delta V is more than or equal to 0.05V 1 or 3km/h, the electric braking force is increased by 0.02F 0; otherwise, no adjustment of the electric braking force is carried out. According to the above-mentioned flow, the control of the second virtual calibration point (n2) and the remaining virtual calibration points is performed until the vehicle reaches the calibration point 1, and the vehicle speed at this time is about Vt, and the time for the vehicle to slide to the parking point at Vt is usually 2s, so that Vt is usually 2 km/h.
Immediately after the vehicle reaches the calibration point 1, the electric braking force is unloaded, and the brake cylinder pre-pressure (pre-pressure refers to the pressure for eliminating the stroke of the basic braking device and the return spring) is established (set), wherein the pre-pressure value is 30-40 kPa, and the vehicle slides at the moment. When the vehicle coasts to reach calibration point 2 (second calibration point), full service brake with brake cylinder pressure of 75% is commanded (even though brake cylinder pressure is 75% of full brake pressure), completing the parking target.
Another embodiment of the present invention provides a rail transit vehicle parking control system, including:
the electric braking force adjusting module is used for adjusting the electric braking force of the running vehicle in real time at each braking time point according to the deviation value of the actual speed and the reference speed of the vehicle;
wherein, the electric braking force adjusting module comprises the following units:
an electric braking force calculation unit, which is used for calculating braking deceleration a0 according to the actual speed of the vehicle at the moment, namely braking initial speed V0 and speed Vt when the vehicle reaches the starting point of the parking interval, and calculating electric braking force F0 according to the braking deceleration a 0;
a calculating unit for calculating a difference Δ V between a speed Vi of the vehicle at an i-th braking time point and a reference speed V0i, Vi-V0 i;
a judging unit for executing the following operations: if the delta V is less than or equal to-m Vi or the delta V is less than or equal to-3 km/h, adjusting the electric braking force to be F0-n F0; if the delta V is more than or equal to m & ltVi & gt or the delta V is more than or equal to 3km/h, adjusting the electric braking force to be F0+ n & ltF 0; if-m Vi is less than delta V < m Vi, or-3 km/h is less than delta V < 3km/h, the electric braking force is not adjusted; typically, m is 0.05 and n is 0.02.
Each braking time point corresponds to a virtual calibration point, and the actual speed V01 of the vehicle at each virtual calibration point is V0-a 0T; wherein V0 is the initial braking speed; a0 is the set brake deceleration; t is braking time; preferably, the braking time interval between two adjacent virtual calibration points is 2-3 seconds.
The air braking force adjusting module is used for unloading the electric braking force when the actual speed of the vehicle is reduced to Vt, and using air braking to reach a stopping point;
specifically, the air braking force adjustment module of the present embodiment includes:
the dividing unit is used for dividing a parking section which is L meters away from a parking point into N sections; the L meter is the distance from the parking point to the position where the vehicle is located when the actual speed of the vehicle is reduced to Vt;
the brake cylinder pressure adjusting unit is used for adjusting the brake cylinder pressure at the starting point of each section until the vehicle reaches a stopping point;
in the embodiment, N is 2, that is, two calibration points are set; the dividing unit sets the position of the actual speed of the vehicle when the actual speed of the vehicle is reduced to Vt as a first calibration point, and a second calibration point is arranged between the first calibration point and a parking point;
the brake cylinder pressure adjusting unit sets a pre-pressure value of the brake cylinder to be 30-40 kPa at the first calibration point; at the second calibration point, the brake cylinder pressure is controlled to be 75% of full brake pressure.
In the embodiment of the invention, the electric braking force and the pressure of the brake cylinder can be adjusted by a control system of the rail transit vehicle.
Claims (10)
1. A rail transit vehicle parking control method is characterized by comprising the following steps:
s1, adjusting the running electric braking force of the vehicle in real time at each braking time point according to the deviation value of the actual speed and the reference speed of the vehicle;
s2, when the actual speed of the vehicle is reduced to Vt, the electric brake force is unloaded and the air brake is used to reach the stop point.
2. The rail transit vehicle parking control method according to claim 1, wherein the specific implementation process of the step S1 includes:
1) when the vehicle reaches the starting point of the parking interval, calculating braking deceleration a0 according to initial braking speed V0 and speed Vt, and calculating electric braking force F0 according to braking deceleration a 0;
2) calculating the difference value delta V between the speed Vi of the vehicle at the ith braking time point and the reference speed V0i, namely Vi-V0i, and if delta V is less than or equal to-m Vi or delta V is less than or equal to-3 km/h, adjusting the electric braking force to be F0-n F0; if the delta V is more than or equal to m & ltVi & gt or the delta V is more than or equal to 3km/h, adjusting the electric braking force to be F0+ n & ltF 0; if-m Vi is less than delta V < m Vi, or-3 km/h is less than delta V < 3km/h, the electric braking force is not adjusted; m and n are constants;
3) and repeating the step 2) for the rest of the braking time points until the vehicle reaches a position L meters away from the parking point.
3. The rail transit vehicle parking control method of claim 1 or 2, wherein each of the braking time points corresponds to a virtual index point, and the actual speed of the vehicle at each of the virtual index points is V01-V0-a 0T; wherein V0 is the initial braking speed; a0 is brake deceleration; t is the braking time.
4. The rail transit vehicle parking control method according to claim 3, wherein the braking time interval between two adjacent virtual calibration points is 2-3 seconds.
5. The rail transit vehicle parking control method according to claim 1 or 2, wherein the specific implementation process of the step S2 includes:
A) setting the distance between the position of the vehicle and a parking point to be L meters when the actual speed of the vehicle is reduced to Vt, and dividing the L meters into N sections;
B) the brake cylinder pressure is adjusted at the start point of each segment until the vehicle reaches a stopping point.
6. The rail transit vehicle parking control method of claim 5, wherein N-2; setting the position of the vehicle when the actual speed is reduced to Vt as a first calibration point, and setting a second calibration point between the first calibration point and a parking point; setting a pre-pressure value of the brake cylinder to be 30-40 kPa at the first calibration point; at the second calibration point, the brake cylinder pressure is controlled to be 75% of full brake pressure.
7. A rail transit vehicle park control system, comprising:
the electric braking force adjusting module is used for adjusting the electric braking force of the running vehicle in real time at each braking time point according to the deviation value of the actual speed and the reference speed of the vehicle;
and the air braking force adjusting module is used for unloading the electric braking force and using the air brake to reach a stopping point when the actual speed of the vehicle is reduced to Vt.
8. The rail transit vehicle park control system of claim 7, wherein the electric brake force adjustment module includes:
an electric braking force calculation unit, which is used for calculating braking deceleration a0 according to braking initial speed V0 and speed Vt when the vehicle reaches the starting point of the parking interval, and calculating electric braking force F0 according to the braking deceleration a 0;
a calculating unit for calculating a difference Δ V between a speed Vi of the vehicle at an i-th braking time point and a reference speed V0i, Vi-V0 i;
a judging unit for executing the following operations: if the delta V is less than or equal to-m Vi or the delta V is less than or equal to-3 km/h, adjusting the electric braking force to be F0-n F0; if the delta V is more than or equal to m & ltVi & gt or the delta V is more than or equal to 3km/h, adjusting the electric braking force to be F0+ n & ltF 0; if-m Vi is less than delta V < m Vi, or-3 km/h is less than delta V < 3km/h, the electric braking force is not adjusted; wherein i is more than or equal to 1.
9. The rail transit vehicle park control system of claim 8, wherein each braking time point corresponds to a virtual index point, and the actual speed of the vehicle at each virtual index point is V01-V0-a 0T; wherein V0 is the initial braking speed; a0 is the set brake deceleration; t is braking time; preferably, the braking time interval between two adjacent virtual calibration points is 2-3 seconds.
10. The rail transit vehicle parking control system of one of claims 7 to 9, wherein the air braking force adjustment module comprises:
the dividing unit is used for dividing a parking section which is L meters away from a parking point into N sections; the L meter is the distance from the parking point to the position where the vehicle is located when the actual speed of the vehicle is reduced to Vt;
the brake cylinder pressure adjusting unit is used for adjusting the brake cylinder pressure at the starting point of each section until the vehicle reaches a stopping point;
preferably, N ═ 2; the dividing unit sets the position of the actual speed of the vehicle when the actual speed of the vehicle is reduced to Vt as a first calibration point, and a second calibration point is arranged between the first calibration point and a parking point;
the brake cylinder pressure adjusting unit sets a pre-pressure value of the brake cylinder to be 30-40 kPa at the first calibration point; at the second calibration point, the brake cylinder pressure is controlled to be 75% of full brake pressure.
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