CN113044016B - Brake control method and system based on fusion control - Google Patents
Brake control method and system based on fusion control Download PDFInfo
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- CN113044016B CN113044016B CN202110231794.2A CN202110231794A CN113044016B CN 113044016 B CN113044016 B CN 113044016B CN 202110231794 A CN202110231794 A CN 202110231794A CN 113044016 B CN113044016 B CN 113044016B
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
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Abstract
The invention provides a brake control method and system based on fusion control, which comprises the following steps: under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU; determining the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU; determining a control force distribution scheme according to the actual electric braking force and the total braking force; and controlling the train to stop based on the control force distribution scheme. According to the brake control method and system based on the fusion control, the brake force is distributed through the fusion control, the fusion control platform is only required to be communicated with the TCU once in the process, the actual electric brake force value of the TCU is obtained, and the distribution of the air brake force can be completed.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a brake control method and system based on fusion control.
Background
Train traction brake systems are a key part of the various systems of a train and, colloquially, control the pneumatics and stopping of the train. The train can realize the operation, and train traction braking system has irreplaceable effect.
The train traction braking system used by the existing high-speed train adopts a braking mode of air braking and electric braking which are combined to form an air-electric composite braking mode.
Since it is determined at the beginning of vehicle design that electric braking is preferentially used, when the electric braking capability is insufficient, braking force is supplemented by air braking, when the current high-speed Train performs electric-air hybrid braking, usually when the Train needs braking, a braking instruction of an Automatic Train Operation (ATO) System is transmitted to a Train Control and Management System (TCMS), and the TCMS transmits the braking instruction to a subway Train Traction Control Unit (TCU) and a Train braking Control System (BCU); the TCU calculates the electric braking force which can be exerted and transmits the electric braking force which is actually exerted to the BCU, and the BCU calculates the required total braking force according to the braking instruction sent by the TCMS and subtracts the received actual electric braking force sent by the TCU to obtain the air braking force which needs to be supplemented; finally, the pneumatic braking force that needs to be supplemented is distributed evenly over the axles by the BCU (the brake sticking limits of the axles cannot be exceeded).
Therefore, in the process of realizing train stopping control by the conventional train traction braking system, each subsystem comprises the following subsystems: ATO, TCMS and the like are controlled independently, and need to carry out related information interactive communication for many times frequently, so that the defect that related information interactive communication cannot be reused exists, the whole control logic is complex, extremely high requirements are provided for stability and safety of data interaction, and certain potential safety hazards exist.
Disclosure of Invention
Aiming at the problems in the prior art, the embodiment of the invention provides a brake control method and system based on fusion control, through the fusion control system, different control force distribution schemes can be executed according to different braking force requirements in the train braking process, and through signal multiplexing of an accelerometer mounted on an ATO vehicle, closed-loop control of deceleration in the braking process is realized, so that the safety and stability of parking control are improved.
The invention provides a brake control method based on fusion control, which comprises the following steps: under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU; the fusion control platform determines the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU; the fusion control platform determines a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking; and the fusion control platform controls the train to stop based on the control force distribution scheme.
According to the brake control method based on the fusion control provided by the invention, the control force distribution scheme comprises the following steps: an electric braking force distribution scheme under the condition of full electric braking, an air braking force distribution scheme under the condition of full air braking and an electric-air hybrid braking force distribution scheme; the brake command includes brake level bit information.
According to the brake control method based on the fusion control provided by the invention, the fusion control platform determines a control force distribution scheme according to the actual electric brake force and the total brake force required by train braking, and the method specifically comprises the following steps: determining that the control force distribution scheme is an air braking force distribution scheme under the condition of all-air braking under the condition that the actual electric braking force is abnormal; under the condition that the actual electric braking force is normal and the actual electric braking force is not less than the total braking force, determining that the control force distribution scheme is the electric braking force distribution scheme under the condition of full electric braking; and under the condition that the actual electric braking force is normal and the actual electric braking force is smaller than the total braking force, determining the control force distribution scheme as an electric-air hybrid braking force distribution scheme.
According to the brake control method based on the fusion control provided by the invention, under the condition that the control force distribution scheme is an electric brake force distribution scheme under the condition of full electric braking, the fusion control platform controls the train to stop based on the control force distribution scheme, and the method specifically comprises the following steps: the fusion control platform respectively sends the electric braking force demand value to each traction control unit TCU according to the total braking force, so that each traction control unit TCU outputs the electric braking force according to the electric braking force demand value until the train is controlled to stop; the electric braking force demand value is the electric braking force required by each traction control unit TCU under the current running state of the train.
According to the brake control method based on the fusion control provided by the invention, under the condition that the control force distribution scheme is the air brake force distribution scheme under the condition of full air brake, the fusion control platform controls the train to stop based on the control force distribution scheme, and the method specifically comprises the following steps:
step 1-1, determining the currently required total air braking force by a fusion control platform according to the actual deceleration and the target deceleration of the train in the current running state;
step 1-2, the fusion control platform respectively sends a pneumatic brake force demand value to each brake control system BCU according to the currently required total pneumatic brake force, so that each brake control system BCU outputs pneumatic brake force to each corresponding shaft according to the pneumatic brake force demand value to control the speed of the train to be reduced;
1-3, in the process of train deceleration, the fusion control platform acquires the actual deceleration and the target deceleration again and determines the required total air braking force again;
step 1-4, the fusion control platform continuously controls each brake control system BCU to output air braking force to each corresponding shaft according to the redetermined total air braking force;
and step 1-3 to step 1-4 are executed in an iteration mode until the difference value between the actual deceleration and the target deceleration is smaller than a preset threshold value.
According to the brake control method based on the fusion control provided by the invention, under the condition that the control force distribution scheme is the electricity-air hybrid brake force distribution scheme, the fusion control platform controls the train to stop based on the control force distribution scheme, and the method specifically comprises the following steps:
step 2-1, the fusion control platform obtains a difference value between the total braking force and the actual electric braking force as a total air braking force, and the actual electric braking force is used as a total electric braking force;
2-2, controlling each brake control system BCU and each traction control unit TCU to control the train to decelerate by the fusion control platform based on the total air braking force and the total electric braking force;
step 2-3, in the process of train deceleration, the fusion control platform acquires the actual deceleration and the target deceleration of the train again and determines the required total braking force again;
step 2-4, the fusion control platform determines the total air braking force again according to the determined total braking force again;
step 2-5, the fusion control platform continuously controls each brake control system BCU and each traction control unit TCU to control the train to decelerate according to the total electric brake force and the redetermined total air brake force;
and 2-6, iteratively executing the step 2-3 to the step 2-5 until the difference value between the actual deceleration and the target deceleration is smaller than a preset threshold value.
According to the brake control method based on the fusion control provided by the invention, the fusion control platform is formed by fusing an automatic train operation system (ATO) and a Train Control and Management System (TCMS).
The invention also provides a brake control system based on fusion control, which comprises: a fusion control platform; the fusion control platform specifically comprises:
the braking instruction sending unit is used for sending braking instructions to the traction control units TCU under the condition that the train needs to be braked;
the electric braking force operation unit is used for determining the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU;
the distribution scheme making unit is used for determining a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking;
and the distribution scheme execution unit is used for controlling the train to stop based on the control force distribution scheme.
The invention also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the steps of the brake control method based on the fusion control.
The present invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the fusion control based brake control method as described in any one of the above.
According to the brake control method and system based on the fusion control, the brake force is distributed through the fusion control, the fusion control platform is only required to be communicated with the TCU once in the process, the actual electric brake force value of the TCU is obtained, and the distribution of the air brake force can be completed.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic flow diagram of a prior art brake control method;
FIG. 2 is a schematic flow chart of a brake control method based on fusion control provided by the present invention;
FIG. 3 is a second schematic flow chart of a brake control method based on fusion control according to the present invention;
FIG. 4 is a schematic structural diagram of a brake control system based on fusion control provided by the present invention;
fig. 5 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, 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.
It should be noted that in the description of the embodiments of the present invention, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element. The terms "upper", "lower", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing 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 and operated in a specific orientation, and thus, should not be construed as limiting the present invention. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Fig. 1 is a schematic flow chart of a brake control method in the prior art, and as shown in fig. 1, in a process from entering braking to finishing stopping of a current train, an existing brake force distribution control scheme specifically includes the following steps:
And 2, calculating the value of the electric braking force which can be exerted by each TCU according to the received braking instruction, particularly according to the braking bit level information contained in the braking instruction, and accumulating to obtain the braking force actually exerted by all TCUs.
And step 3, transmitting the value of the electric braking force (hereinafter referred to as F _ ED _ A) actually exerted by all TCUs to the TCMS.
And step 4, the TCMS forwards the value of the total electric braking force (F _ ED _ A) actually exerted by all the TCUs to the BCU again.
Step 5, calculating the total braking force (hereinafter referred to as F _ total) required by the train parking by the BCU according to the braking level information sent by the TCMS, and subtracting the total electric braking force F _ ED _ a received in the step 4 from the total braking force F _ total to obtain the total air braking force (hereinafter referred to as F _ Ep) required to be supplemented, that is: f _ Ep equals F _ total-F _ ED _ a.
And 6, according to the air braking force distribution principle, the BCU performs specific calculation distribution on the total air braking force (so as to calculate the air braking force required to be supplemented by each axle on each bogie, and the method comprises the following steps:
and 7, calculating the brake cylinder pressure (hereinafter referred to as BCP _ i, wherein i is the number of the air brake unit) required to be applied by each air brake unit according to the characteristics of the air brake unit and the total air brake force in the step 6 by the control software loaded in the BCU.
And 8, the BCU sends the driving command containing the BCP _ i in the step 7 to each single air brake control unit (hereinafter referred to as BCU _ i) through communication with a CAN bus inside the brake unit. Each BCU _ i controls the respective pneumatic brake unit to output the brake cylinder pressure BCP _ a in accordance with the received drive command.
And 9, finally, realizing electric pneumatic braking of the train under the action of the electric braking force actually exerted by all TCUs in the step 3 and the brake cylinder pressure output by all pneumatic brake units in the step 8 until the train stops.
It can be seen from the above steps that the existing train brake control method utilizes the TCMS to solve the bottleneck faced by the train in the current physical marshalling, and uses the train control concept of "data driving" to realize the brake control function through wireless information transmission. But the defects that each subsystem is independently controlled and mutual information interactive communication cannot be multiplexed exist inevitably.
Fig. 2 is a schematic flow chart of a brake control method based on fusion control provided by the present invention, and as shown in fig. 2, the present invention provides a brake control method based on fusion control, including but not limited to the following steps:
step 11: under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU;
step 12: the fusion control platform determines the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU;
step 13: the fusion control platform determines a control force distribution scheme according to the actual electric braking force and by combining the total braking force required by train braking;
step 14: and the fusion control platform controls the train to stop based on the control force distribution scheme.
The brake control method provided by the invention is a method for realizing data driving by canceling part of repeated command signals on a train and multiplexing signals of other systems through the fusion control platform. The method provides a fusion control function to reasonably distribute the electric-air hybrid braking force in the train braking process, and performs signal multiplexing on an accelerometer installed on the ATO and closed-loop control on the deceleration in the braking process, so that the defects that each subsystem is independently controlled and cannot be multiplexed due to mutual information interaction communication in the conventional train control process can be effectively overcome, and meanwhile, the time for transmitting the braking instruction is prolonged.
Specifically, when the train requires braking, a brake command is issued by the MVCU and carries the brake level bit size, unlike existing brake control methods, in the present invention only each TCU can accept the brake command.
After the TCU receives the brake command from the MVCU to obtain the brake level bit size of the brake at this time, the TCU calculates the value of the electric brake force that can be exerted by each TCU according to the brake level information included in the brake command, and accumulates the values to obtain the point brake force actually exerted by all the TCUs, thereby forming the actual electric brake force F _ ED _ a of the train, according to the method of step 2. In contrast, in the present invention, the calculated F _ ED _ a value is transmitted to the MVCU (to the TCM in the prior art).
Further, after acquiring the actual electric braking force F _ ED _ a uploaded by the traction control unit TCU, the MVCU may determine the total braking force (hereinafter referred to as F _ total) required by the train according to the size of the brake level of the train, the train running speed and the load; and then, according to the magnitude relation between the actual electric braking force F _ ED _ A and the total braking force F _ total, a control force distribution scheme meeting the braking requirement is worked out.
For example, since the train determines to use the electric brake preferentially at the beginning of the design and the braking force is supplemented by the air brake when the electric braking capability is insufficient, a control force distribution scheme of electric-air hybrid braking may be adopted when F _ ED _ a is smaller than F _ total.
And finally, the fusion control platform controls each traction control unit TCU to output corresponding electric braking force and/or controls each brake control system BCU to output corresponding air braking force according to the determined control force distribution scheme so as to jointly realize parking.
The invention provides a brake control method and a brake control system based on fusion control, which distribute braking force through fusion control, only need the fusion control platform to communicate with a TCU once in the process, obtain the actual electric braking force value of the TCU, and then complete the distribution of air braking force.
Based on the content of the above embodiment, as an alternative embodiment, the control force distribution scheme includes: an electric braking force distribution scheme under the condition of full electric braking, an air braking force distribution scheme under the condition of full air braking and an electric-air hybrid braking force distribution scheme; the braking command includes braking level bit information.
Specifically, the control force distribution scheme that may be adopted in the present invention mainly includes: the braking force distribution method comprises three braking force distribution situations, namely an electric braking force distribution scheme under the condition of full electric braking, an air braking force distribution scheme under the condition of full air braking, an electric-air hybrid braking force distribution scheme and the like.
The electric braking force distribution scheme refers to a scheme in which all braking forces are comprehensively provided by each traction control unit TCU, and air braking force is not provided through the brake control system BCU.
Accordingly, the pneumatic brake force distribution scheme refers to a scheme in which all brake forces are supplied with pneumatic brake forces by the brake control systems BCU, and electric brake forces are not supplied integrally by the traction control units TCU.
Accordingly, the electric-air hybrid braking force distribution scheme refers to a scheme in which all braking forces are provided by the brake control systems BCU and are combined with the electric braking forces comprehensively provided by the traction control units TCU.
According to the brake control method based on the fusion control, the fusion control platform can make different control force distribution schemes according to the actual electric brake force provided by the traction control unit TCU and the total brake required by train braking, the fusion control function can be communicated with the TCU once to obtain the actual electric brake force value signal to complete the distribution of the air brake force, the fusion can well shorten the reciprocating communication process among the systems, all the control distribution processes are completed under the calculation of the fusion control function, and the brake response precision and the parking precision of the train can be effectively improved.
Based on the content of the above embodiment, as an optional embodiment, the determining, by the fusion control platform, the control force distribution scheme according to the actual electric braking force and by combining the total braking force required by train braking specifically includes: under the condition that the actual electric braking force is abnormal, determining that the control force distribution scheme is an air braking force distribution scheme under the condition of full air braking; determining that the control force distribution scheme is an electric braking force distribution scheme under the condition of full electric braking when the actual electric braking force is normal and the actual electric braking force is not less than the total braking force; and under the condition that the actual electric braking force is normal and the actual electric braking force is smaller than the total braking force, determining the control force distribution scheme as an electric-air hybrid braking force distribution scheme.
Specifically, the invention selects and executes a corresponding control force distribution scheme by the fusion control platform MVCU according to the actual electric braking force F _ ED _ A uploaded by the traction control unit TCU and the total braking force F _ total required by train braking.
In the first case, the air brake force distribution scheme at full air brake force:
when the MVCU sends out a braking instruction and a braking level, each TCU needs to send an electric braking capacity value signal to the MVCU in time, and the MVCU comprehensively calculates the electric braking capacity value F _ ED _ A of the whole vehicle. If the fact that the electric braking capacity of the whole vehicle is abnormal is detected, if the situation that equipment faults occur, the total braking force F _ total of the whole vehicle is calculated by the MVCU, and the total braking force F _ total is distributed to each shaft through each brake control system BCU.
In the second case, the electric brake force distribution scheme in the case of full electric braking:
after the MVCU receives the electric braking capability values F _ ED _ A uploaded by the TCUs, under the condition that the electric braking capability of the whole vehicle is confirmed to be normal, such as when the vehicle is in a traction state or a coasting state and the like, the interior of the MVCU simultaneously calculates the total braking force F _ total corresponding to the braking level; and comparing the total braking force F _ total with the electric braking capacity value F _ ED _ A.
And if the electric braking capacity value meets the total braking capacity requirement, namely F _ ED _ A is larger than or equal to F _ total, sending the calculated electric braking capacity requirement value to be applied by the TCU of each section of the vehicle to each TCU, internally converting and executing the received electric braking capacity requirement value by each TCU, and outputting the actual electric braking capacity.
The electrical braking capability value F _ ED _ a may be referred to as a received TCU electrical braking capability value in a previous cycle of the braking instruction sent by the MVCU.
In a third case, the electric-air hybrid braking power distribution scheme:
after the MVCU receives the electric braking capability values F _ ED _ A uploaded by the TCUs, the MVCU calculates the electric braking capability values which cannot completely meet the total braking force requirement at the same time, namely F _ ED _ A < F _ total, and then calculates the difference between the F _ total and the F _ ED _ A, wherein the difference is the total air braking force (hereinafter referred to as F _ Ep) required to be supplemented. Then, the MVCU calculates the braking force (abbreviated as (F _ Ep _ i)) to be applied to each shaft based on F _ Ep, distributes the value to each BCU, and applies the corresponding pneumatic braking force to each shaft by each BCU.
Based on the content of the foregoing embodiment, as an optional embodiment, in a case that the control force distribution scheme is an electric brake force distribution scheme under a full electric brake condition, the controlling, by the fusion control platform, the train stop based on the control force distribution scheme specifically includes:
the fusion control platform MVCU sends an electric braking force demand value to each traction control unit TCU according to the total braking force, so that each traction control unit TCU outputs an electric braking force according to the electric braking force demand value until a train is controlled to stop; the electric braking force demand value is the electric braking force required by each traction control unit TCU under the current running state of the train.
Specifically, under the condition that how the electric braking force that can be output by each traction control unit TCU can meet the total braking force demand, the MVCU sends the calculated electric braking force demand value that needs to be applied by the TCU of each vehicle to each TCU, and each TCU internally converts and executes the received electric braking force demand value to output the actual electric braking force.
Further, in a case that the control force distribution scheme is an air brake force distribution scheme under a full air brake condition, the integrated control platform controls the train to stop based on the control force distribution scheme, specifically including:
step 1-1, determining the currently required total air braking force by the MVCU according to the actual deceleration and the target deceleration of the train in the current running state;
step 1-2, the MVCU of the fusion control platform respectively sends a pneumatic brake force demand value to each brake control system BCU according to the current required total pneumatic brake force, so that each brake control system BCU outputs pneumatic brake force to each corresponding shaft according to the pneumatic brake force demand value to control the speed of the train to be reduced;
step 1-3, in the process of the train deceleration, the fusion control platform MVCU re-acquires the actual deceleration and the target deceleration and re-determines the required total air braking force;
step 1-4, the fusion control platform MVCU continuously controls each brake control system BCU to output air brake force to each corresponding shaft according to the redetermined total air brake force;
and (4) iteratively executing the step 1-3 to the step 1-4 until the difference value of the actual deceleration and the target deceleration is smaller than a preset threshold value.
The ATO system is provided with an accelerometer on a vehicle, can measure deceleration of the vehicle in a braking process in real time, and the MVCU can acquire acceleration information in real time through a Remote Input/Output Mobaile (RIOM).
When the control force distribution scheme of the full electric brake is executed, because the electric brake force is relatively stable, the difference value between the actual brake deceleration and the target deceleration of the vehicle is smaller, and the meaning of closed-loop control is not provided, and therefore, the brake deceleration closed-loop control is not performed on the brake working condition.
When the control force distribution scheme of the all-air brake is executed, the braking deceleration changes greatly in the braking process due to the friction characteristics of the friction materials, and the braking precision can be effectively improved by performing closed-loop control on the braking deceleration under the working condition.
Specifically, when the MVCU determines that the all-air brake is to be performed, the MVCU calculates the total braking force of the entire vehicle, and distributes the total braking force to each axle (the total braking force is the total air braking force at this time).
The distribution principle of air brake force is generally two types: tow-before-move distribution (replenishing trailer-then-truck) and even distribution.
The first-drag and second-brake distribution means that the pneumatic brake force required to be supplemented needs to be supplemented to the trailer preferentially, and the trailer is supplemented to the motor car after reaching the adhesion limit. However, the brake distribution mode causes the friction material of the trailer to wear faster than that of the motor train, and the friction material of the trailer of the whole vehicle is replaced more frequently than that of the motor train.
The average distribution is to evenly distribute the total air braking force required to be supplemented to each vehicle. It should be noted that: because the electric braking force is applied before the motor car and a certain adhesion foundation is provided, the brake adhesion of the motor car reaches the adhesion limit only by supplementing a small amount of air braking force on the motor car, and if the air braking force on the motor car is further supplemented, the motor car can slide preferentially. Therefore, on the basis of the average fraction, the adhesion limit of the motor vehicle is also added, namely the average fraction is added with the adhesion limit, and the distribution principle is applicable to all shafts.
Further, after each brake control system BCU on the train outputs a respective power to the axles, the train begins to decelerate, during which the actual deceleration of the train may change rapidly. Therefore, in the deceleration process of the train, the actual deceleration information of the train can be collected and sent to the MVCU.
And after receiving the actual deceleration information of the train, the MVCU compares the actual deceleration information with the target deceleration value, when the difference value exceeds the threshold value, the MVCU recalculates the braking force difference value corresponding to the deceleration difference so as to recalculate the new total braking force required by the train to complete braking (the new total braking force is necessarily smaller than the total braking force before deceleration, so that the air braking force distribution scheme is continuously executed), calculates the average required supplementary braking force of each axle according to the new total braking force and the distribution principle of the air braking force, and sends the value to each BCU.
After receiving the corresponding output air braking force, each BCU calculates the brake cylinder pressure BCP _ i required to be applied by each basic brake unit, the BCUs transmit a driving instruction containing BCP _ i information to each individual brake control unit BCU _ i through the communication of a brake internal CAN bus, and the BCU _ i controls and outputs specific brake cylinder pressure BCP _ a according to the received instruction so as to brake the train.
And (4) iteratively executing the steps until the difference value of the deceleration is smaller than the threshold value after the MVCU calculates the actual deceleration and the target deceleration value of the train, stopping closed-loop control, namely not outputting a specifically executed braking force instruction.
According to the brake control method based on fusion control, provided by the invention, in the process of controlling the train to decelerate by applying the air brake force, the required total brake force is adjusted in real time by acquiring the deceleration information of the train, and the air brake force output by each BCU is adjusted according to the redetermined total brake force, so that the brake response precision and the parking precision of the train can be effectively improved.
Based on the content of the foregoing embodiment, as an optional embodiment, in a case that the control force distribution scheme is an electric-air hybrid braking force distribution scheme, the method for controlling the train to stop by the fusion control platform based on the control force distribution scheme specifically includes:
step 2-1, the fusion control platform obtains a difference value between a total braking force and the actual electric braking force as a total air braking force, and the actual electric braking force is used as a total electric braking force;
2-2, controlling each brake control system BCU and each traction control unit TCU to control the train to decelerate by the fusion control platform based on the total air braking force and the total electric braking force;
step 2-3, in the process of train deceleration, the fusion control platform acquires the actual deceleration and the target deceleration of the train again and determines the required total braking force again;
step 2-4, the fusion control platform determines the total air braking force again according to the determined total braking force again;
step 2-5, the fusion control platform continuously controls each brake control system BCU and each traction control unit TCU to control the train to decelerate according to the total electric brake force and the redetermined total air brake force;
and 2-6, iteratively executing the step 2-3 to the step 2-5 until the difference value between the actual deceleration and the target deceleration is smaller than a preset threshold value.
Fig. 3 is a second flowchart of the brake control method based on the fusion control according to the embodiment of the present invention, and as shown in fig. 3, in the process of the electric-air hybrid brake power distribution in which the total electric brake force cannot completely satisfy the total brake force required to be supplemented, the fusion control platform MVCU subtracts F _ ED _ a from F _ total to calculate the total air brake force required to be supplemented F _ Ep after receiving the F _ ED _ a value.
Further, the fusion control platform MVCU uses the F _ ED _ A as the total electric braking force for completing braking of the train under the current condition, uses the F _ Ep as the total air braking force, respectively controls each brake control system BCU to commonly output the F _ Ep, and controls each traction control unit TCU to commonly output the F _ ED _ A.
Since the total braking force includes air braking force in this distribution scheme, closed-loop control of the braking deceleration is also required for the entire braking process. In the whole deceleration process, the fusion control platform MVCU acquires the deceleration of the train in real time, compares the deceleration with the target deceleration to correct the total braking force in real time, readjusts the pneumatic braking force output by each brake control system BCU until the difference value of the deceleration is smaller than the threshold value after the actual deceleration of the train and the target deceleration value are calculated, stops closed-loop control and finally completes the braking of the train.
It should be noted that, when the train starts to execute deceleration closed-loop control, when the MVCU sends out a braking instruction, the electric braking capability value is checked according to the braking force requirement, and the electric braking capability value may be used as a reference according to the TCU electric braking capability value received in the previous cycle when the MVCU sends out the braking instruction. As another alternative, the operation may be performed according to a full electric braking force distribution scheme, and when it is determined that the total required braking force is greater than the total electric braking force, the MVCU outputs the electric braking force values of the TCUs, and calculates the difference between the total braking force and the total electric braking force; the difference value is the total air braking force needing to be supplemented, the braking force (F _ Ep _ i) needing to be supplemented of each shaft is calculated according to the method in the step (Y), and the supplemented braking force is sent to the BCU.
Based on the content of the above embodiment, as an optional embodiment, the integrated control platform is formed by integrating a train automatic driving system ATO and a train control and management system TCMS.
FIG. 4 is a schematic structural diagram of a brake control system based on fusion control provided by the invention, as shown in FIG. 4, including a fusion control platform; the fusion control platform specifically comprises:
the braking instruction sending unit 1 is mainly used for sending braking instructions to each traction control unit TCU under the condition that a train needs to be braked; the electric braking force operation unit 2 is mainly used for determining the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU; the distribution scheme making unit 3 is mainly used for determining a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking; the distribution scheme execution unit 4 is mainly used for controlling the train to stop based on the control force distribution scheme.
It should be noted that, when specifically executed, the brake control system based on fusion control provided in the embodiment of the present invention may be implemented based on the brake control method based on fusion control described in any of the above embodiments, and details of this embodiment are not described herein.
The brake control system based on the fusion control provided by the invention distributes the brake force through the fusion control, the fusion control platform is only required to be communicated with the TCU once in the process to obtain the actual electric brake force value of the TCU, and the distribution of the air brake force can be completed.
Fig. 5 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 5, the electronic device may include: a processor (processor)510, a communication interface (communication interface)520, a memory (memory)530 and a communication bus 540, wherein the processor 510, the communication interface 520 and the memory 530 communicate with each other via the communication bus 540. Processor 510 may invoke logic instructions in memory 530 to perform a fusion control based braking control method comprising: under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU; the fusion control platform determines the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU; the fusion control platform determines a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking; and the fusion control platform controls the train to stop based on the control force distribution scheme.
Furthermore, the logic instructions in the memory 530 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-only memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer-readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform a method for brake control based on fusion control provided by the above methods, the method comprising: under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU; the fusion control platform determines the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU; the fusion control platform determines a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking; and the fusion control platform controls the train to stop based on the control force distribution scheme.
In yet another aspect, the present invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program, which when executed by a processor is implemented to execute the fusion control-based braking control method provided in the above embodiments, the method including: under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU; the fusion control platform determines the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU; the fusion control platform determines a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking; and the fusion control platform controls the train to stop based on the control force distribution scheme.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
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 (7)
1. A brake control method based on fusion control is characterized by comprising the following steps:
under the condition that a train needs to be braked, the fusion control platform sends a braking instruction to each traction control unit TCU;
the fusion control platform determines the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU;
the fusion control platform determines a control force distribution scheme according to the actual electric braking force and by combining the total braking force required by train braking;
the fusion control platform controls the train to stop based on the control force distribution scheme;
the control force distribution scheme includes: an electric braking force distribution scheme under the condition of full electric braking, an air braking force distribution scheme under the condition of full air braking and an electric-air hybrid braking force distribution scheme;
the fusion control platform determines a control force distribution scheme according to the actual electric braking force and by combining the total braking force required by train braking, and specifically comprises the following steps:
determining that the control force distribution scheme is an air braking force distribution scheme under the condition of all-air braking when the actual electric braking force is abnormal;
under the condition that the actual electric braking force is normal and the actual electric braking force is not smaller than the total braking force, determining that the control force distribution scheme is an electric braking force distribution scheme under the condition of full electric braking;
determining the control force distribution scheme to be an electric-air hybrid braking force distribution scheme under the condition that the actual electric braking force is normal and the actual electric braking force is smaller than the total braking force;
under the condition that the control force distribution scheme is an electric brake force distribution scheme under the condition of full electric braking, the integrated control platform controls the train to stop based on the control force distribution scheme, and the method specifically comprises the following steps:
the fusion control platform respectively sends an electric braking force demand value to each traction control unit TCU according to the total braking force, so that each traction control unit TCU outputs an electric braking force according to the electric braking force demand value until the train is controlled to stop;
the electric braking force demand value is the electric braking force required to be output by each traction control unit TCU under the current running state of the train.
2. The brake control method based on the fusion control according to claim 1, wherein in a case where the control force distribution scheme is a pneumatic brake force distribution scheme in a case of full air braking, the fusion control platform controls the train to stop based on the control force distribution scheme, specifically comprising:
step 1-1, the fusion control platform determines the total air braking force required currently according to the actual deceleration and the target deceleration of the train in the current running state;
step 1-2, the fusion control platform respectively sends a pneumatic brake force demand value to each brake control system BCU according to the current required total pneumatic brake force, so that each brake control system BCU outputs pneumatic brake force to each corresponding shaft according to the pneumatic brake force demand value to control the train to decelerate;
step 1-3, in the process of train deceleration, the fusion control platform acquires the actual deceleration and the target deceleration again and determines the required total air braking force again;
step 1-4, the fusion control platform continuously controls each brake control system BCU to output air braking force to each corresponding shaft according to the redetermined total air braking force;
and step 1-3 to step 1-4 are executed iteratively until the difference value between the actual deceleration and the target deceleration is smaller than a preset threshold value.
3. The brake control method based on the fusion control according to claim 1, wherein in a case that the control force distribution scheme is an electric-air hybrid brake force distribution scheme, the fusion control platform controls the train to stop based on the control force distribution scheme, specifically comprising:
step 2-1, the fusion control platform obtains a difference value between the total braking force and the actual electric braking force as a total air braking force, and takes the actual electric braking force as a total electric braking force;
2-2, controlling each brake control system BCU and each traction control unit TCU to control the train to decelerate by the fusion control platform based on the total air braking force and the total electric braking force;
step 2-3, in the process of train deceleration, the fusion control platform acquires the actual deceleration and the target deceleration of the train again and determines the required total braking force again;
step 2-4, the fusion control platform determines the total air braking force again according to the total braking force determined again;
step 2-5, the fusion control platform continuously controls each brake control system BCU and each traction control unit TCU to control the train to decelerate according to the total electric braking force and the redetermined total air braking force;
and 2-6, iteratively executing the step 2-3 to the step 2-5 until the difference value between the actual deceleration and the target deceleration is smaller than a preset threshold value.
4. The fusion-control-based brake control method according to any one of claims 1 to 3,
the integrated control platform is formed by integrating an automatic train operation system (ATO) and a Train Control and Management System (TCMS).
5. A brake control system based on fusion control is characterized by comprising a fusion control platform; the fusion control platform specifically comprises:
the braking instruction sending unit is used for sending braking instructions to the traction control units TCU under the condition that the train needs to be braked;
the electric braking force operation unit is used for determining the actual electric braking force of the train according to the electric braking force value returned by each traction control unit TCU;
the distribution scheme making unit is used for determining a control force distribution scheme according to the actual electric braking force and by combining the total braking force required by train braking;
a distribution scheme execution unit for controlling the train to stop based on the control force distribution scheme;
the control force distribution scheme includes: an electric braking force distribution scheme under the condition of full electric braking, an air braking force distribution scheme under the condition of full air braking and an electric-air hybrid braking force distribution scheme;
determining a control force distribution scheme according to the actual electric braking force and the total braking force required by train braking, which specifically comprises the following steps:
determining that the control force distribution scheme is an air braking force distribution scheme under the condition of all-air braking when the actual electric braking force is abnormal;
under the condition that the actual electric braking force is normal and the actual electric braking force is not smaller than the total braking force, determining that the control force distribution scheme is an electric braking force distribution scheme under the condition of full electric braking;
determining the control force distribution scheme to be an electric-air hybrid braking force distribution scheme under the condition that the actual electric braking force is normal and the actual electric braking force is smaller than the total braking force;
under the condition that the control force distribution scheme is an electric braking force distribution scheme under the condition of full electric braking, controlling the train to stop based on the control force distribution scheme, specifically comprising the following steps of:
the fusion control platform respectively sends an electric braking force demand value to each traction control unit TCU according to the total braking force, so that each traction control unit TCU outputs an electric braking force according to the electric braking force demand value until the train is controlled to stop;
the electric braking force demand value is the electric braking force required to be output by each traction control unit TCU under the current running state of the train.
6. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the steps of the fusion control based braking control method according to any one of claims 1 to 4 when executing the computer program.
7. A non-transitory computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the method steps of the fusion control based braking control method according to any one of claims 1 to 4.
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| CN113696875B (en) * | 2021-08-31 | 2023-02-28 | 株洲中车时代电气股份有限公司 | Train braking method and device, storage medium and electronic equipment |
| CN113859308A (en) * | 2021-09-23 | 2021-12-31 | 浙江众合科技股份有限公司 | Framework and information fusion system of vehicle-mounted ATO (automatic transfer optical) module and BCU (binary coded decimal) controller |
| CN113978437B (en) * | 2021-11-25 | 2023-03-14 | 交控科技股份有限公司 | Train braking force distribution method and system |
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