CN113844413A - Configuration method and device for rail transit brake system - Google Patents
Configuration method and device for rail transit brake system Download PDFInfo
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- CN113844413A CN113844413A CN202111088230.4A CN202111088230A CN113844413A CN 113844413 A CN113844413 A CN 113844413A CN 202111088230 A CN202111088230 A CN 202111088230A CN 113844413 A CN113844413 A CN 113844413A
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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
- 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
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
Abstract
The invention provides a configuration method and a device for a rail transit brake system, wherein the method comprises the following steps: acquiring the maximum braking force and the maximum kinetic energy transfer quantity of the train to be configured according to system index data of the train to be configured; determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold; determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value; and constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem. According to the method, the wind source subsystem and the braking subsystem of the train to be configured are determined through the constructed preset braking force threshold value and the preset kinetic energy transfer threshold value according to the maximum braking force and the maximum kinetic energy transfer amount of the train to be configured, so that the design efficiency of rail transit is accelerated, the design period is shortened, and the production efficiency of rail transit products is improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a configuration method and a configuration device for a rail transit braking system.
Background
The rail train is an important modern transportation tool and is a main tool for people to go out. In recent years, under an increasingly intense market competition environment, diversification of customer requirements, constraint of delivery time limit, and security of vehicle operation are required for a design configuration link of a rail train, and rapid design, manufacture, and delivery are required, and reliability required by customers is satisfied.
The brake system is one of the important guarantees for the safe operation of the rail train, and must ensure that the train can be safely stopped within a specified distance in any emergency. Because the braking system has the characteristics of complex structure, multifunctional module integration and the like, the product generally adopts a brand new design, the research, development, manufacture and test periods are longer, the cost is higher, the delivery time is difficult to guarantee, and the operation of the brand new product is inexperienced. The uncertain factors influence the execution of the rail train production project and the expansion of the later market.
At present, when a braking system is configured for rail transit, a relatively intuitive and flexible configuration method is not provided between the braking system and a rail train, and the braking system is mainly configured according to user requirements and operation experience, so that the design efficiency is low and the period is long in the design stage of the rail transit braking system. Therefore, a method and an apparatus for configuring a rail transit brake system are needed to solve the above problems.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a configuration method and a configuration device for a rail transit brake system.
The invention provides a configuration method for a rail transit brake system, which comprises the following steps:
acquiring the maximum braking force and the maximum kinetic energy transfer quantity of the train to be configured according to system index data of the train to be configured;
determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold;
determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value;
and constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
According to the configuration method for the rail transit brake system provided by the invention, the maximum braking force and the maximum kinetic energy transfer amount of the train to be configured are obtained according to the system index data of the train to be configured, and the configuration method comprises the following steps:
acquiring system index data of a train to be configured, wherein the system index data at least comprises maximum braking deceleration, maximum braking initial speed and axle load;
acquiring the maximum braking force of the train to be configured according to the maximum braking deceleration and the axle load;
and acquiring the maximum kinetic energy transfer amount of the train to be configured according to the maximum initial braking speed and the axle load.
According to the configuration method for the rail transit brake system, the wind source subsystem of the train to be configured is determined according to the maximum brake force and the preset brake force threshold, and the configuration method comprises the following steps:
acquiring a preset braking force threshold according to the emergency braking average deceleration and the axle weight of different types of trains;
judging the type attribute of the train to be configured according to the maximum braking force and the preset braking force threshold, if the maximum braking force is greater than or equal to the preset braking force threshold, judging that the type attribute of the train to be configured is a subway train, and configuring a wind source subsystem according to a compressed air generating module corresponding to the subway train; alternatively, the first and second electrodes may be,
and if the maximum braking force is smaller than the preset braking force threshold value, judging to acquire that the type attribute of the train to be configured is a high-speed electric train set, and configuring a wind source subsystem according to a compressed air generating module corresponding to the high-speed electric train set.
According to the configuration method for the rail transit brake system provided by the invention, the step of determining the brake subsystem of the train to be configured according to the maximum kinetic energy transfer amount and the preset kinetic energy transfer threshold value comprises the following steps:
constructing a preset kinetic energy transfer threshold according to the maximum running speed and the axle weight of different types of trains;
judging the type of a brake unit of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value, and if the maximum kinetic energy transfer amount is smaller than the preset kinetic energy transfer threshold value, configuring a brake subsystem for the train to be configured through a tread brake unit; alternatively, the first and second electrodes may be,
and if the maximum kinetic energy transfer amount is larger than or equal to the preset kinetic energy transfer threshold value, configuring a braking subsystem for the train to be configured through a disc type braking unit.
According to the invention, the configuration method for the rail transit brake system is provided, and the method further comprises the following steps:
determining an output pressure mechanical adjusting module according to the axle load of the train to be configured, wherein the output pressure mechanical adjusting module comprises a low axle load empty and heavy train valve and a high axle load empty and heavy train valve;
and configuring a pneumatic control subsystem of the train to be configured according to the output pressure mechanical adjustment module.
According to the invention, the configuration method for the rail transit brake system is provided, and the method further comprises the following steps:
generating corresponding preset configuration information based on the type of the electronic control unit, and configuring an electronic control unit subsystem for the train to be configured according to the preset configuration information, wherein the electronic control unit subsystem comprises a power supply assembly, a communication assembly, a logic operation processing assembly and a storage assembly.
The invention also provides a configuration device for the rail transit braking system, which comprises:
the information acquisition module is used for acquiring the maximum braking force and the maximum kinetic energy transfer amount of the train to be configured according to the system index data of the train to be configured;
the first processing module is used for determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold;
the second processing module is used for determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value;
and the configuration module is used for constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
The invention also provides 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 configuration method for the rail transit brake system as described in any one of the above when executing the program.
The invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program which, when being executed by a processor, carries out the steps of the method for configuring a rail transit brake system as defined in any one of the above.
The invention also provides a computer program product comprising a computer program which, when being executed by a processor, carries out the steps of the method for configuring a rail transit brake system as defined in any one of the preceding claims.
According to the configuration method and the configuration device for the rail transit brake system, the wind source subsystem and the brake subsystem of the train to be configured are determined through the constructed preset brake force threshold value and the preset kinetic energy transfer threshold value according to the maximum brake force and the maximum kinetic energy transfer amount of the train to be configured, the design efficiency of rail transit is accelerated, the design period is shortened, and the production efficiency of rail transit products is improved.
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 chart of a configuration method for a rail transit brake system provided by the invention;
FIG. 2 is a schematic structural diagram of a configuration device for a rail transit brake system provided by the invention;
fig. 3 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.
Fig. 1 is a schematic flow chart of a configuration method for a rail transit brake system provided by the present invention, and as shown in fig. 1, the present invention provides a configuration method for a rail transit brake system, including:
In the invention, when a rail transit brake system product is configured for a train, system index data of the train is firstly acquired and is used as a system overall index required when the brake system is configured. In the system index data, besides the data closely related to the braking system, such as the maximum braking deceleration, the maximum braking initial speed and the axle load, index data such as an antiskid requirement, a power supply system, a communication protocol, a software function requirement and data storage capacity can be set according to preset configuration information. In addition to this, a cost index can be obtained as a reference index when configuring the brake system.
Further, step 101 specifically includes:
step 1011, obtaining system index data of the train to be configured, wherein the system index data at least comprises maximum braking deceleration, maximum braking initial speed and axle load;
step 1012, acquiring the maximum braking force of the train to be configured according to the maximum braking deceleration and the axle weight;
and 1013, acquiring the maximum kinetic energy transfer amount of the train to be configured according to the maximum initial braking speed and the axle weight.
In the invention, the maximum braking force demand F of the train to be configured is calculated according to the obtained maximum braking deceleration and the axle weight, and the calculation formula is as follows:
F＝M×a；
calculating the maximum kinetic energy transfer quantity requirement E of the train to be configured according to the obtained maximum braking initial speed and the obtained axle weight, wherein the calculation formula is as follows:
wherein the maximum initial braking speed a (unit m/s)2) The axle weight M (unit t) and the maximum braking deceleration V (unit km/h) are digital indicators.
And step 102, determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold value.
In the invention, the type of the train is obtained by comparing the maximum braking force demand of the train obtained according to the embodiment with a preset braking force threshold value, and then the corresponding wind source subsystem is configured according to the type of the train.
And 103, determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value.
In the invention, the type of the train braking unit and the corresponding friction pair are determined by comparing the maximum kinetic energy transfer quantity demand of the train obtained according to the embodiment with a preset kinetic energy transfer threshold value, so that a corresponding braking subsystem is configured.
And 104, constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
In the present invention, the subsystems defined in the above embodiments are respectively installed into respective installation frames to form a brake system product of a desired configuration for a train. Preferably, according to preset configuration information, the train is configured with a matching subsystem and installed into a corresponding frame, for example, an electronic control unit subsystem.
According to the configuration method for the rail transit brake system, the wind source subsystem and the brake subsystem of the train to be configured are determined through the constructed preset brake force threshold value and the preset kinetic energy transfer threshold value according to the maximum brake force and the maximum kinetic energy transfer amount of the train to be configured, the design efficiency of rail transit is accelerated, the design period is shortened, and the production efficiency of rail transit products is improved.
On the basis of the above embodiment, the determining, according to the maximum braking force and a preset braking force threshold, the wind source subsystem of the train to be configured includes:
acquiring a preset braking force threshold according to the emergency braking average deceleration and the axle weight of different types of trains;
judging the type attribute of the train to be configured according to the maximum braking force and the preset braking force threshold, if the maximum braking force is greater than or equal to the preset braking force threshold, judging that the type attribute of the train to be configured is a subway train, and configuring a wind source subsystem according to a compressed air generating module corresponding to the subway train; alternatively, the first and second electrodes may be,
and if the maximum braking force is smaller than the preset braking force threshold value, judging to acquire that the type attribute of the train to be configured is a high-speed electric train set, and configuring a wind source subsystem according to a compressed air generating module corresponding to the high-speed electric train set.
In the invention, the compressed air generation module of the brake system is determined according to the maximum braking force demand F, and in addition, the cost index can be used as a reference index. In particular, in one embodiment,according to GB50157-2013 subway design Specification, the axle weight of the A type of subway vehicle is less than or equal to 16t, the axle weight of the B type of subway vehicle is less than or equal to 14t, wherein the minimum axle weight of the conventional B type of subway vehicle is not less than 13t generally; according to T/CAMET 04004.1-2018, part 1 of the urban rail transit vehicle braking system: general technical Specification of electro-pneumatic brake System, subway emergency braking average deceleration is not less than 1.2m/s2The emergency braking average deceleration refers to the maximum braking deceleration a. Based on the above-mentioned specification requirements on the subway, the maximum braking force requirement F ≧ ma ≧ 13 × 1.2 ═ 15.6 corresponding to the subway vehicle is calculated. In this embodiment, the subway vehicle can select a piston type air compressor or a screw type air compressor as the compressed air generation module. The compressed air generating module traditionally used by the metro vehicle is a piston type air compressor; the screw air compressor has compact structure and small installation space, meets the high installation space requirement of the subway vehicle on the equipment under the vehicle, but has higher cost. Therefore, after the type attribute of the train is determined, the type attribute can be used as a selection standard of the subway compressed air generation module through the cost index.
Further, according to TB/T3600-2020 Universal technical conditions of 350km/h high-speed electric motor train units, the axle weight of the high-speed electric motor train units is not more than 17T; according to the provisions of TB/T3600-2020 Universal technical Condition for 350km/h high-speed electric motor train units, the emergency braking average deceleration requirement is obtained, and table 1 is an emergency braking distance limit, which can be specifically referred to as shown in table 1:
TABLE 1
As can be seen from Table 1, the average emergency braking deceleration rates corresponding to different initial braking speeds are averaged to obtain 0.774m/s2The emergency braking average deceleration refers to the maximum braking deceleration a. Calculating to obtain a maximum braking force demand F (ma is less than or equal to 17 multiplied by 0.774) which corresponds to the high-speed electric motor train set and 13.158 according to the average value of the emergency braking average deceleration; calculating the maximum braking force requirement corresponding to the high-speed electric motor train unit according to the maximum value of the emergency braking average decelerationAnd F-ma is less than or equal to 17 multiplied by 0.914 and is 15.538 (considering the up-and-down fluctuation of the axle weight of the train and the average deceleration of the emergency brake, the maximum braking force requirement corresponding to the high-speed electric motor train set is set to be less than 15.6 for the convenience of setting the threshold value. In the embodiment, the high-speed electric vehicle set can select a piston type air compressor or an oil-free air compressor as a compressed air generation module, the oil-free air compressor has low running noise, high reliability, cleanness and environmental protection, meets the requirements of the high-speed electric vehicle set on energy conservation and noise reduction of vehicle equipment, and has higher cost; and the compressed air generating module traditionally used by the high-speed electric motor train unit is a piston type air compressor, so that the cost is lower. Therefore, after determining the type attribute of the train, the cost index can be used as a selection standard of the high-speed electric motor train unit compressed air generation module. Table 2 shows the compressed air generation module selection rules, which can be specifically referred to in table 2:
TABLE 2
As shown in table 2, the maximum braking force of the train is compared with the preset braking force threshold value, so that the corresponding type attribute of the train can be obtained, and therefore, the corresponding air compressor is selected, and is preferentially selected according to high cost, and the piston type air compressor is adopted only under the preset configuration information at low cost.
On the basis of the above embodiment, the determining the braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value includes:
constructing a preset kinetic energy transfer threshold according to the maximum running speed and the axle weight of different types of trains;
judging the type of a brake unit of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value, and if the maximum kinetic energy transfer amount is smaller than the preset kinetic energy transfer threshold value, configuring a brake subsystem for the train to be configured through a tread brake unit; alternatively, the first and second electrodes may be,
and if the maximum kinetic energy transfer amount is larger than or equal to the preset kinetic energy transfer threshold value, configuring a braking subsystem for the train to be configured through a disc type braking unit.
In the present invention, the brake unit type and friction pair are selected based on the maximum kinetic energy transfer requirement of the train. Specifically, according to GB50157-2013 subway design Specification and current running situation of urban subway trains, the maximum running speed of a subway is mainly concentrated on 80km/h-120km/h, and the maximum running speed of a few vehicles reaches 160km/h, wherein the maximum running speed is the maximum initial braking speed. The type of brake unit may be selected from tread brake units or disc brake units according to the specifications of GB50157-2013 subway design Specifications for vehicles with a maximum operating speed of 100km/h and below.
Further, according to GB/T12817-2021 Universal technical Condition for passenger trains, the passenger trains with the maximum running speed of more than 120km/h should use disc brake units. In addition, according to the railroad technical management regulations, the minimum axle weight in a fast freight class is 18 t.
Further, according to TB/T3402-2015 Motor train unit braking system and TB/T3600-2020 general technical conditions of 350km/h high-speed electric motor train units, the motor train unit with the highest operating speed of not less than 300km/h needs to adopt a disc-shaped braking unit, and the brake disc is made of cast steel or forged steel materials, namely a steel brake disc; the brake pad is made of powder metallurgy.
Based on the above-mentioned related settings for the maximum operating speed and axle weight of the existing rail transit, table 3 is the maximum kinetic energy transfer demand of different types of trains, and can refer to table 3:
TABLE 3
| Description of a train | Maximum kinetic energy transfer requirement E |
| Subway type B, M is 14, V is 80 | 44800 |
| Subway type B, M is 14, V is 100 | 70000 |
| Subway type A, M is 16, V is 100 | 80000 |
| Subway type A, M is 16, V is 120 | 115200 |
| Subway type A, M is 16, V is 160 | 204800 |
| Fast cargo shift, M18, V120 | 129600 |
| Motor train unit, M17, V300 | 765000 |
And calculating the maximum kinetic energy transfer requirements of different trains according to the rules. In view of the safety of the brake system, a disc brake unit with a higher thermal load capacity is selected when both the brake-shoe brake unit and the disc brake unit meet the standard requirements. Further, according to the calculation result of the maximum kinetic energy transfer requirements of different types of trains, corresponding brake unit types and friction pair selection rules are set, and are specifically shown in table 4:
TABLE 4
Referring to table 4, the maximum kinetic energy transfer amount of the train is calculated according to the maximum initial braking speed and the axle weight of the train, and then compared with the threshold interval in table 4, so as to determine the type of the braking unit and the corresponding friction pair required by the train.
On the basis of the above embodiment, the method further includes:
determining an output pressure mechanical adjusting module according to the axle load of the train to be configured, wherein the output pressure mechanical adjusting module comprises a low axle load empty and heavy train valve and a high axle load empty and heavy train valve;
and configuring a pneumatic control subsystem of the train to be configured according to the output pressure mechanical adjustment module.
In the invention, an output pressure mechanical adjusting module in the pneumatic control subsystem is selected according to the axle weight M of the train, wherein the output pressure mechanical adjusting module can be divided into a low axle weight empty and heavy train valve and a high axle weight empty and heavy train valve. Specifically, the empty and heavy vehicle valves adopted by rail wagons are different from those adopted by passenger cars, electric motor train units and subway vehicles, and the minimum axle weight in the existing fast freight train is 18t according to the railway technical management regulations. Therefore, when the axle weight M of the train is less than 18t, the empty and heavy train valve with low axle weight is selected, and when the axle weight M is more than or equal to 18t, the empty and heavy train valve with high axle weight is selected.
Preferably, in an embodiment, the output pressure electronically controlled adjusting module in the pneumatic control subsystem may be further configured in detail according to a cost index, when the cost index is "low cost", the on-off EP valve is selected, and when the cost index is "high cost", the proportional EP valve is selected.
Preferably, in another embodiment, the antiskid control module in the pneumatic control subsystem may be further selected according to a preset antiskid requirement, wherein when the preset antiskid requirement is "pressure maintaining and air exhausting in stages", the pressure maintaining valve and the air exhausting valve bank are selected, and when the preset antiskid requirement is "air exhausting in stages", the air exhausting valve bank is selected.
On the basis of the above embodiment, the method further includes:
generating corresponding preset configuration information based on the type of the electronic control unit, and configuring an electronic control unit subsystem for the train to be configured according to the preset configuration information, wherein the electronic control unit subsystem comprises a power supply assembly, a communication assembly, a logic operation processing assembly and a storage assembly.
In the invention, the preset configuration information comprises a power supply system index, a communication protocol index, a software function index and a data storage capacity index, and the selection of the indexes is determined according to the preset configuration information. Specifically, based on different types of electronic control units, generating corresponding configuration information according to a pre-designed requirement, wherein a power supply assembly is selected according to a power supply system, the power supply system is a single selection type, and when the power supply system in the preset configuration information is 24V power supply, a 24V DC-DC assembly is selected; when the power supply system is 110V power supply, a 110V DC-DC component is selected; when the power supply system is 440V power supply, a 440V DC-DC component is selected.
Further, a communication assembly is selected according to the communication protocol, and the communication protocol index is in a single selection mode and comprises an Ethernet communication assembly, a WTB communication assembly, an MVB communication assembly, a CAN communication assembly, an RS485 communication assembly and a LonWorks communication assembly.
Further, the logical operation processing component selects a corresponding mathematical and logical operation processing component according to a software function index, wherein the software function index is a multiple choice formula index, which can be specifically shown in table 5:
TABLE 5
The corresponding software functions may be configured for the logical operation processing components according to table 5.
Further, the storage components are selected according to data storage capacities, which mainly include 256M capacity hard disks, 1G capacity hard disks, and 8G capacity hard disks.
On the basis of the above embodiment, a component information base of the overall index data of the brake system is constructed according to the maximum initial brake speed, the axle weight, the maximum brake deceleration, the anti-skid requirement, the power supply system, the communication protocol, the software function requirement and the data storage capacity, and after each component is determined, each component is installed in the corresponding subsystem frame to form a brake system product to be configured, so that the brake system is configured for the train more comprehensively, specifically, the component information base can refer to table 6:
TABLE 6
Furthermore, the present invention is explained by an embodiment, a certain 350km/h express bus needs to be configured with a set of brake system products meeting the requirements, the maximum initial braking speed V is 350km/h, the axle weight M is 15t, and the maximum braking deceleration a is 0.9M/s2(ii) a The antiskid requirement is that pressure maintaining and air exhausting can be performed in stages; the power supply system is 110V power supply; the communication protocol is Ethernet communication; the software functional requirements include: the method comprises the following steps of performing equal adhesion braking force management, electric-air coordination, speed difference and slip rate criterion antiskid control, detecting insufficient braking force and poor fault alleviation, and performing pneumatic valve fault location diagnosis and sensor fault location diagnosis; the data storage capacity is 8G; the cost index is high cost.
After the system index data of the train is acquired, the maximum braking force demand F is calculated to be M × a 13.5 from the maximum braking deceleration a and the axle weight M, and the maximum kinetic energy transfer amount demand E is calculated to be 918750 from the maximum braking initial speed V and the axle weight M.
Based on the above embodiments, the oil-free air compressor is selected according to the maximum braking force demand F13.5 <15.6 and the "high cost" cost index.
And (3) configuring a pneumatic control subsystem: selecting a low axle weight empty and heavy vehicle valve according to the axle weight M being 15t <17 t; selecting a proportional EP valve according to a 'high cost' cost index; and selecting a pressure retaining valve and an exhaust valve group according to the step pressure retaining and exhaust.
Electronic control unit subsystem configuration: acquiring preset configuration information, and selecting a 110V DC-DC component according to a 110V power supply system; selecting an Ethernet communication component according to an Ethernet communication protocol; selecting an equal adhesion braking force management component, an electric-air fit component, a speed difference + slip rate criterion anti-slip control component, a detection component for detecting insufficient braking force and releasing bad faults, a pneumatic valve fault positioning diagnosis component and a sensor fault positioning diagnosis component according to software function requirements; and selecting the hard disk with the capacity of 8G according to the data storage capacity of 8G.
Foundation brake subsystem configuration, i.e. braking subsystem: selecting a disc brake unit according to the maximum kinetic energy transfer quantity requirement E which is 918750 & gt 44800; according to the type of brake unit "disc" and "918750 > 765000, the friction pair is selected to be a composite material brake disc (steel system) + powder metallurgy brake pad.
Finally, all the selected components are respectively installed on a wind source device subsystem installation frame, a pneumatic control subsystem installation frame, an electronic control unit subsystem installation frame and a foundation brake device subsystem installation frame according to the affiliated subsystems, and the brake system product with the required configuration is formed.
The configuration method for the rail transit braking system can flexibly configure the components of each subsystem of the braking system for rail transit, is beneficial to improving the design efficiency, reducing the design cost, improving the management efficiency, optimizing the personnel configuration, optimizing the material storage, reducing the maintenance cost and improving the specialized level of the braking system product. The advantages of cost saving brought by large-scale manufacturing are fully exerted, each module is more flexible, large-scale manufacturing is realized through internet connection, and the modules are assembled into various products, so that the consideration of the product cost and the individual requirements of consumers is possible.
Fig. 2 is a schematic structural diagram of a configuration device for a rail transit brake system, as shown in fig. 2, the configuration device for a rail transit brake system provided by the present invention includes an information obtaining module 201, a first processing module 202, a second processing module 203, and a configuration module 204, where the information obtaining module 201 is configured to obtain a maximum braking force and a maximum kinetic energy transfer amount of a train to be configured according to system index data of the train to be configured; the first processing module 202 is configured to determine a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold; the second processing module 203 is configured to determine a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold; the configuration module 204 is configured to construct a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
According to the configuration device for the rail transit brake system, the wind source subsystem and the brake subsystem of the train to be configured are determined through the constructed preset brake force threshold value and the preset kinetic energy transfer threshold value according to the maximum brake force and the maximum kinetic energy transfer amount of the train to be configured, the design efficiency of rail transit is accelerated, the design period is shortened, and the production efficiency of rail transit products is improved.
On the basis of the above embodiment, the information acquisition module includes an acquisition unit, a braking force calculation unit, and a kinetic energy transfer calculation unit, where the acquisition unit is configured to acquire system index data of a train to be configured, where the system index data at least includes a maximum braking deceleration, a maximum braking initial speed, and a axle load; the braking force calculation unit is used for acquiring the maximum braking force of the train to be configured according to the maximum braking deceleration and the axle weight; and the kinetic energy transfer calculation unit is used for acquiring the maximum kinetic energy transfer amount of the train to be configured according to the maximum braking initial speed and the axle weight.
On the basis of the above embodiment, the first processing module includes a first threshold value constructing unit and a first judging unit, where the first threshold value constructing unit is configured to obtain a preset braking force threshold value according to the average deceleration and axle weight of emergency braking of trains of different types; the first judgment unit is used for judging the type attribute of the train to be configured according to the maximum braking force and the preset braking force threshold value, if the maximum braking force is larger than or equal to the preset braking force threshold value, judging that the type attribute of the train to be configured is a subway vehicle, and configuring an air source subsystem according to a compressed air generation module corresponding to the subway vehicle; or if the maximum braking force is smaller than the preset braking force threshold value, judging that the type attribute of the train to be configured is a high-speed electric train set, and configuring a wind source subsystem according to a compressed air generating module corresponding to the high-speed electric train set.
On the basis of the above embodiment, the second processing module includes a second threshold value constructing unit and a second judging unit, where the second threshold value constructing unit is configured to construct a preset kinetic energy transfer threshold value according to the maximum operating speed and axle weight of trains of different types; the second judging unit is used for judging the type of the braking unit of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value, and if the maximum kinetic energy transfer amount is smaller than the preset kinetic energy transfer threshold value, a braking subsystem is configured for the train to be configured through the tread braking unit; or if the maximum kinetic energy transfer amount is larger than or equal to the preset kinetic energy transfer threshold value, configuring a braking subsystem for the train to be configured through a disc type braking unit.
On the basis of the embodiment, the device further comprises an empty and heavy vehicle valve determining module and a pneumatic control subsystem configuration module, wherein the empty and heavy vehicle valve determining module is used for determining an output pressure mechanical type adjusting module according to the axle weight of the train to be configured, and the output pressure mechanical type adjusting module comprises a low axle weight empty and heavy vehicle valve and a high axle weight empty and heavy vehicle valve; and the pneumatic control subsystem configuration module is used for configuring a pneumatic control subsystem of the train to be configured according to the output pressure mechanical adjustment module.
On the basis of the embodiment, the device further comprises a pre-configuration module, wherein the pre-configuration module is used for generating corresponding preset configuration information based on the type of the electronic control unit, and configuring an electronic control unit subsystem for the train to be configured according to the preset configuration information, and the electronic control unit subsystem comprises a power supply assembly, a communication assembly, a logic operation processing assembly and a storage assembly.
The apparatus provided by the present invention is used for executing the above method embodiments, and for details and flow, reference is made to the above embodiments, which are not described herein again.
Fig. 3 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 3, the electronic device may include: a processor (processor)301, a communication interface (communication interface)302, a memory (memory)303 and a communication bus 304, wherein the processor 301, the communication interface 302 and the memory 303 complete communication with each other through the communication bus 304. Processor 301 may invoke logic instructions in memory 303 to perform a configuration method for a rail transit brake system, the method comprising: acquiring the maximum braking force and the maximum kinetic energy transfer quantity of the train to be configured according to system index data of the train to be configured; determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold; determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value; and constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
In addition, the logic instructions in the memory 303 may be implemented in the form of software functional units and stored in a computer readable storage medium when the logic instructions 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 the method for configuring a rail transit brake system provided by the above methods, the method comprising: acquiring the maximum braking force and the maximum kinetic energy transfer quantity of the train to be configured according to system index data of the train to be configured; determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold; determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value; and constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium, on which a computer program is stored, the computer program being implemented by a processor to execute the configuration method for a rail transit brake system provided by the above embodiments, the method comprising: acquiring the maximum braking force and the maximum kinetic energy transfer quantity of the train to be configured according to system index data of the train to be configured; determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold; determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value; and constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
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 (10)
1. A method of configuring a rail transit brake system, comprising:
acquiring the maximum braking force and the maximum kinetic energy transfer quantity of the train to be configured according to system index data of the train to be configured;
determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold;
determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value;
and constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
2. The configuration method for the rail transit brake system according to claim 1, wherein the obtaining the maximum braking force and the maximum kinetic energy transfer amount of the train to be configured according to the system index data of the train to be configured comprises:
acquiring system index data of a train to be configured, wherein the system index data at least comprises maximum braking deceleration, maximum braking initial speed and axle load;
acquiring the maximum braking force of the train to be configured according to the maximum braking deceleration and the axle load;
and acquiring the maximum kinetic energy transfer amount of the train to be configured according to the maximum initial braking speed and the axle load.
3. The configuration method for the rail transit brake system according to claim 1, wherein the determining the wind source subsystem of the train to be configured according to the maximum brake force and a preset brake force threshold value comprises:
acquiring a preset braking force threshold according to the emergency braking average deceleration and the axle weight of different types of trains;
judging the type attribute of the train to be configured according to the maximum braking force and the preset braking force threshold, if the maximum braking force is greater than or equal to the preset braking force threshold, judging that the type attribute of the train to be configured is a subway train, and configuring a wind source subsystem according to a compressed air generating module corresponding to the subway train; alternatively, the first and second electrodes may be,
and if the maximum braking force is smaller than the preset braking force threshold value, judging to acquire that the type attribute of the train to be configured is a high-speed electric train set, and configuring a wind source subsystem according to a compressed air generating module corresponding to the high-speed electric train set.
4. The configuration method for the rail transit brake system according to claim 1, wherein the determining the brake subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value comprises:
constructing a preset kinetic energy transfer threshold according to the maximum running speed and the axle weight of different types of trains;
judging the type of a brake unit of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value, and if the maximum kinetic energy transfer amount is smaller than the preset kinetic energy transfer threshold value, configuring a brake subsystem for the train to be configured through a tread brake unit; alternatively, the first and second electrodes may be,
and if the maximum kinetic energy transfer amount is larger than or equal to the preset kinetic energy transfer threshold value, configuring a braking subsystem for the train to be configured through a disc type braking unit.
5. The configuration method for a rail transit brake system according to claim 1, further comprising:
determining an output pressure mechanical adjusting module according to the axle load of the train to be configured, wherein the output pressure mechanical adjusting module comprises a low axle load empty and heavy train valve and a high axle load empty and heavy train valve;
and configuring a pneumatic control subsystem of the train to be configured according to the output pressure mechanical adjustment module.
6. The configuration method for a rail transit brake system according to claim 1, further comprising:
generating corresponding preset configuration information based on the type of the electronic control unit, and configuring an electronic control unit subsystem for the train to be configured according to the preset configuration information, wherein the electronic control unit subsystem comprises a power supply assembly, a communication assembly, a logic operation processing assembly and a storage assembly.
7. A deployment apparatus for a rail transit brake system, comprising:
the information acquisition module is used for acquiring the maximum braking force and the maximum kinetic energy transfer amount of the train to be configured according to the system index data of the train to be configured;
the first processing module is used for determining a wind source subsystem of the train to be configured according to the maximum braking force and a preset braking force threshold;
the second processing module is used for determining a braking subsystem of the train to be configured according to the maximum kinetic energy transfer amount and a preset kinetic energy transfer threshold value;
and the configuration module is used for constructing a brake system configuration scheme of the train to be configured according to the wind source subsystem and the brake subsystem.
8. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor, when executing the computer program, carries out the steps of the configuration method for a rail transit brake system according to any one of claims 1 to 6.
9. A non-transitory computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the configuration method for a rail transit brake system according to any one of claims 1 to 6.
10. A computer program product comprising a computer program, characterized in that the computer program realizes the steps of the configuration method for a rail transit brake system according to any one of claims 1 to 6 when being executed by a processor.
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| AU6477798A (en) * | 1998-05-07 | 1999-11-18 | Westinghouse Air Brake Company | Freight brake control for uniform car deceleration |
| CN110949448A (en) * | 2019-12-10 | 2020-04-03 | 中车株洲电力机车有限公司 | Train braking control method and equipment |
| CN111942354A (en) * | 2019-05-16 | 2020-11-17 | 中车唐山机车车辆有限公司 | Intelligent rail vehicle braking force distribution method and terminal equipment |
| CN112721886A (en) * | 2021-01-11 | 2021-04-30 | 中车唐山机车车辆有限公司 | Train braking force distribution method and device and terminal equipment |
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2021
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| AU6477798A (en) * | 1998-05-07 | 1999-11-18 | Westinghouse Air Brake Company | Freight brake control for uniform car deceleration |
| CN111942354A (en) * | 2019-05-16 | 2020-11-17 | 中车唐山机车车辆有限公司 | Intelligent rail vehicle braking force distribution method and terminal equipment |
| CN110949448A (en) * | 2019-12-10 | 2020-04-03 | 中车株洲电力机车有限公司 | Train braking control method and equipment |
| CN112721886A (en) * | 2021-01-11 | 2021-04-30 | 中车唐山机车车辆有限公司 | Train braking force distribution method and device and terminal equipment |
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