CN113859200A - Rail vehicle brake-by-wire method and device - Google Patents
Rail vehicle brake-by-wire method and device Download PDFInfo
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- CN113859200A CN113859200A CN202111109132.4A CN202111109132A CN113859200A CN 113859200 A CN113859200 A CN 113859200A CN 202111109132 A CN202111109132 A CN 202111109132A CN 113859200 A CN113859200 A CN 113859200A
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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
- B60T13/746—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 and mechanical transmission of the braking action
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Abstract
The invention provides a rail vehicle brake-by-wire method and a device, wherein a Multifunctional Vehicle Control Unit (MVCU) executes the following operation steps: according to the deceleration of the braking demand, a braking instruction is respectively sent to each electromechanical braking unit EMBU, so that each EMBU controls an execution structure to complete the compaction of a friction material according to the braking instruction, and friction braking is realized; the braking command contains pressing force information required to be applied by the EMBU; the MVCU is in communication connection with each EMBU through a train backbone network. The rail vehicle brake-by-wire method and the device provided by the invention have the advantages that the train-level brake control function of the vehicle is centralized to the MVCU for unified management, the brake force of the whole vehicle of the MVCU is managed and distributed, and the centralized optimization control mode effectively improves the automation level of train operation.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail vehicle brake-by-wire method and device.
Background
With the development of rail vehicle technology, rail vehicles are becoming the first choice vehicles for more and more passengers to travel. The force generated by the braking system in opposition to the direction of train travel is referred to as the braking force, which dampens the movement of the train, including slowing, stopping its movement, or accelerating it, and may be referred to as braking. Conversely, the weakening or release of the brake application process is referred to as a release.
The scheme of the conventional brake system and the brake system based on the EMBU adopts the current mainstream brake control unit, the brake control unit forms a CAN (controller area network) intranet, a main control unit in the intranet is responsible for communicating with a vehicle control unit, and the brake control unit uniformly controls a brake actuating mechanism on a bogie.
Because the scheme is a local and distributed control design scheme adopted by the current electric-air straight-through type air brake system, the control principle is too complex, the brake force management and distribution of the whole vehicle are not uniform, and the brake safety is influenced.
Disclosure of Invention
The invention provides a rail vehicle brake-by-wire method and device, which are used for overcoming the defect that the control principle of the brake force management and distribution of a whole vehicle is too complex in the prior art and realizing centralized optimal control.
In a first aspect, the invention provides a rail vehicle brake-by-wire method, comprising the following operating steps performed by a utility vehicle control unit (MVCU):
according to the deceleration of the braking demand, a braking instruction is respectively sent to each electromechanical braking unit EMBU, so that each EMBU controls an execution structure to complete the compaction of a friction material according to the braking instruction, and friction braking is realized; the braking command contains pressing force information required to be applied by the EMBU; the MVCU is in communication connection with each EMBU through a train backbone network.
According to the rail vehicle brake-by-wire method provided by the invention, after sending a braking command to each electromechanical braking unit EMBU, the method further comprises the following steps: receiving a displacement signal and a communication connection signal fed back by each EMBU; in the case that the execution structure of a first target EMBU is determined to be in a stuck state according to the displacement signal of the first target EMBU or the communication fault between the first target EMBU and the MVCU is determined according to the communication connection signal of the first target EMBU, performing an interlocking isolation operation on the first target EMBU and a second target EMBU based on a pre-constructed brake-by-wire system; the displacement signal is determined according to the displacement of the friction material pushed by the execution structure and a preset displacement threshold; the communication connection signal comprises a communication state between the EMBU and the MVCU; the first target EMBU and the second target EMBU correspond to two-sided braking on the same truck.
According to the rail vehicle brake-by-wire method provided by the invention, after the interlocking isolation operation is carried out on the first target EMBU and the second target EMBU, the method further comprises the following steps: and prompting a user to operate the manual mechanical relieving structures of the first target EMBU and the second target EMBU respectively to relieve braking.
According to the rail vehicle brake-by-wire method provided by the invention, in the case that the execution structure of the first target EMBU is determined to be in a stuck state according to the displacement signal of the first target EMBU or the communication fault between the first target EMBU and the MVCU is determined according to the communication connection signal of the first target EMBU, the interlocking isolation operation is carried out on the first target EMBU and the second target EMBU based on the pre-constructed brake-by-wire system, and the method comprises the following steps: when the execution structure of the first target EMBU is determined to be in a clamping stagnation state or the communication between the first target EMBU and the MVCU is failed, enabling a first relay to be powered on according to a first failure hard wire signal sent by the first target EMBU; under the condition that the first relay is powered on to operate, the first group of normally closed auxiliary contacts of the first relay is disconnected so as to disconnect the power supply connection of a second target EMBU and realize the isolation of the second target EMBU; after the second target EMBU is remotely isolated, enabling a second relay to be powered on to act according to a second fault hard wire signal sent by the first target EMBU; and under the condition that the second relay is electrified to act, the second group of normally closed auxiliary contacts of the second relay is disconnected so as to disconnect the power supply connection of the first target EMBU, and the first target EMBU is isolated.
According to the rail vehicle brake-by-wire method provided by the invention, the method for prompting a user to operate a manual mechanical release structure of the first target EMBU and the second target EMBU respectively to release braking comprises the following steps: under the condition that a first relay is powered on to act, a first group of normally open auxiliary contacts of the first relay are closed, and a prompt signal sent by the first target EMBU is sent to a human-computer interaction interface of a cab through the first group of normally open auxiliary contacts and a first fault output contact; and under the condition that the second relay is electrified, a second group of normally open auxiliary contacts of the second relay is closed, and a prompt signal sent by the second target EMBU is sent to a human-computer interaction interface of the cab through the second group of normally open auxiliary contacts and the second fault output contact.
The rail vehicle brake-by-wire method provided by the invention further comprises the following steps: when a user performs reset operation on the first fault output contact and the second fault output contact, the first relay and the second relay are both powered off; correspondingly, the first group of normally open auxiliary contacts and the second group of normally open auxiliary contacts are both opened, and the first group of normally closed auxiliary contacts and the second group of normally closed auxiliary contacts are both closed, so that the reset of the brake-by-wire system is realized at the same time.
According to the rail vehicle brake-by-wire method provided by the invention, the MVCU receives the vital signals uploaded by each EMBU through the train backbone network; under the condition that the communication of the train backbone network is normal but the life signal of a first target EMBU is not received, sending a pulse signal to the first target EMBU to control the first relay to be powered; and realizing remote interlocking isolation operation on the first target EMBU and the second target EMBU based on the brake-by-wire system.
In a second aspect, the invention also provides a rail vehicle brake-by-wire apparatus comprising a multi-function vehicle control unit, MVCU, the MVCU comprising a brake control module and a communication module; the braking control module is used for respectively sending braking instructions to each electromechanical braking unit EMBU according to the deceleration required by braking, so that each EMBU controls the execution structure to complete the compaction of the friction material according to the braking instructions, and friction braking is realized; the communication module is used for being in communication connection with each EMBU through a train backbone network; the braking command contains information on the pressing force that the EMBU is required to apply.
In a third aspect, the present invention provides an electronic device, comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor executes the program to implement the steps of the rail vehicle brake-by-wire method according to any one of the above.
In a fourth 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, carries out the steps of the rail vehicle brake-by-wire method according to any one of the preceding claims.
The rail vehicle brake-by-wire method and the device provided by the invention have the advantages that the train-level brake control function of the vehicle is centralized to the MVCU for unified management, the brake force of the whole vehicle of the MVCU is managed and distributed, and the centralized optimization control mode effectively improves the automation level of train operation.
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 diagram of a rail vehicle brake-by-wire method according to the present invention;
FIG. 2 is a schematic diagram of a brake-by-wire isolation method provided by the present invention;
FIG. 3 is a schematic structural diagram of a brake-by-wire device of a railway vehicle, provided by the invention;
fig. 4 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. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The terms first, second and the like in the description and in the claims of the present application are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It will be appreciated that the data so used may be interchanged under appropriate circumstances such that embodiments of the application may be practiced in sequences other than those illustrated or described herein, and that the terms "first," "second," and the like are generally used herein in a generic sense and do not limit the number of terms, e.g., the first term can be one or more than one. In addition, "and/or" in the specification and claims means at least one of connected objects, a character "/" generally means that a preceding and succeeding related objects are in an "or" relationship.
Fig. 1 is a schematic diagram of a rail Vehicle brake-by-wire method according to the present invention, as shown in fig. 1, the following operation steps are performed by a Multi-function Vehicle Control Unit (MVCU):
according to the deceleration required by Braking, a Braking instruction is respectively sent to each electromechanical Braking Unit (EMBU), so that each EMBU controls an execution structure to complete the compaction of a friction material according to the Braking instruction, and friction Braking is realized;
the braking command contains pressing force information required to be applied by the EMBU;
the MVCU is in communication connection with each EMBU through a train backbone network.
The rail vehicle brake-by-wire method provided by the invention is different from the design method adopted by the current traditional brake system, and a distributed arrangement and brake control unit on a train and a Controller Area Network (CAN) consisting of all control units are cancelled, so that the train-level brake control is centralized to an MVCU to execute unified management.
Each EMBU is respectively connected with the MVCU in a remote communication mode through a train backbone network, and the MVCU is used for managing and distributing the braking force of the whole vehicle.
The train backbone network may adopt a Time Sensitive Network (TSN) constructed based on a Time Sensitive mechanism of ethernet data transmission, so as to ensure that the ethernet network can provide a stable and consistent service level for transmission of critical data.
The pressing force required to be applied to press the friction material for each EMBU is calculated by the MVCU according to the deceleration requirement required by the brake command. Among them, the deceleration requirement of the braking instruction demand is transmitted to the MVCU by an Automatic Train Operation (ATO).
After the MVCU calculates the pressing force required to be applied by each EMBU, it sends a brake command to each EMBU, where the brake command includes pressing force information.
After receiving a braking instruction, the control unit of each EMBU reads the pressing force required to be applied by the EMBU, so that a corresponding driving signal is output to the execution motor of the execution mechanism by combining the characteristic relation between the pressing force and the current magnitude, action time and the like of the execution motor, the execution motor finishes the pressing on the friction material, and the friction material acts on the wheel or the brake disc to apply the friction braking force to the train.
As shown in fig. 1, EMBU1 and EMBU3 are electromechanical brake units on both sides of shaft 1, and EMBU2 and EMBU4 are electromechanical brake units on both sides of shaft 2. Taking the example of the EMBU2, the device mainly includes a control unit (hereinafter referred to as a control unit 2), an actuator (hereinafter referred to as an actuator 2), a plunger, a friction member, and the like. The control unit 2 is responsible for communicating with the MVCU through a train backbone network TSN and converting the brake command into an internal executable driving signal according to the received brake command; the actuator 2 (mainly, an actuator motor) receives a drive signal output from the control unit and operates. Between the actuator 2 and the friction material is a carrier rod (black thick line in fig. 1) for pressing the friction material against the wheel or the brake disc.
The displacement sensor located at the ejector rod can feed back a displacement signal of the ejector rod to the control unit 2, so that application and release of braking can be achieved.
The rail vehicle brake-by-wire method and the device provided by the invention have the advantages that the train-level brake control function of the vehicle is centralized to the MVCU for unified management, the brake force of the whole vehicle of the MVCU is managed and distributed, and the centralized optimization control mode effectively improves the automation level of train operation.
Based on the content of the foregoing embodiments, as an alternative embodiment, after sending the braking command to each electromechanical braking unit EMBU, the method further includes:
receiving a displacement signal and a communication connection signal fed back by each EMBU;
in the case that the execution structure of a first target EMBU is determined to be in a stuck state according to the displacement signal of the first target EMBU or the communication fault between the first target EMBU and the MVCU is determined according to the communication connection signal of the first target EMBU, performing an interlocking isolation operation on the first target EMBU and a second target EMBU based on a pre-constructed brake-by-wire system;
the displacement signal is determined according to the displacement of the friction material pushed by the execution structure and a preset displacement threshold;
the communication connection signal comprises a communication state between the EMBU and the MVCU;
the first target EMBU and the second target EMBU correspond to two-sided braking on the same truck.
As shown in fig. 1, taking the first target EMBU as EMBU2 and the second target EMBU as EMBU4 as examples, the following descriptions are provided:
MVCU sends a brake command that requires EMBU2 to apply the brakes to control unit 2 in EMBU2, and receives a displacement signal of the jack fed back by control unit 2. If the difference value between the displacement of the ejector rod pushing the friction material and the target displacement determined by the MVCU according to the displacement signal is larger than the preset displacement threshold, the actuating mechanism 2 can be determined to be in the clamping stagnation state.
Once the actuator 2 of the EMBU2 is stuck, if a brake command is continuously issued from the MVCU, the control unit 2 of the EMBU2 may still receive the brake command and drive the actuator 2 to continue to perform a braking action, which may cause a conflict, and a light person may not respond, and a heavy person may cause further damage to the actuator 2, or even affect the entire driving safety. Therefore, an isolation operation is required for the failed EMBU 2.
In the case that one of two EMBUs of one wheel set is in fault and the other is capable of operating normally, if only the faulted EMBU is isolated, the braking force of a single wheel set is unbalanced, and derailment can be caused. Therefore, the present invention performs a synchronous isolation operation on the same wheel set of the EMBU4 in the case of an isolation operation on the EMBU 2.
It should be noted that the present invention provides a brake-by-wire system for implementing an interlocking isolation operation on two EMBU on the same axis, that is, an interlocking isolation operation is automatically performed on one EMBU while an isolation operation of the other EMBU is performed by the brake-by-wire system.
As another case, MVCU, after sending a braking command to each electromechanical braking unit EMBU, also acquires a communication connection signal fed back by each EMBU to determine a communication state between the EMBU and the MVCU from the communication connection signal.
For example, when the MVCU receives a communication connection signal fed back by EMBU2 and determines that there is a communication failure between the two (for example, communication failure occurs in control unit 2 in EMBU 2), if a train requires braking, a braking command issued by the MVCU cannot be accurately received by EMBU2, and then control unit 2 cannot send a driving signal to actuator 2, so that the braking force required to be applied by actuator 2 is missing, and at this time, it is also necessary to perform an isolation operation on failed EMBU2 and correspondingly perform an interlock isolation operation on coaxial EMBU 4.
According to the rail vehicle brake-by-wire method provided by the invention, the brake-by-wire system is adopted to automatically isolate the failed EBMU and simultaneously carry out interlocking isolation operation on the other EBMU which is coaxial with the failed EBMU, so that the implementation mode of remote isolation of the EMBU is realized, manual isolation under the vehicle is not needed, and automatic isolation is realized only through remote operation. Compared with bogie system control and isolation of a traditional frame control air braking system or an electromechanical braking system, the bogie system control and isolation method can realize control and isolation of single-shaft braking force, fully retains available braking force on a fault bogie, does not completely remove isolation, does not need MVCU (model view controller unit) to repeatedly isolate and control two EMBUs on the same shaft, and is higher in safety and stability.
Based on the content of the foregoing embodiments, as an optional embodiment, after performing the interlock isolation operation on the first target EMBU and the second target EMBU, the method further includes:
and prompting a user to operate the manual mechanical relieving structures of the first target EMBU and the second target EMBU respectively to relieve braking.
On the basis of the above embodiment, when the control unit 2 of the EMBU2 is in a stuck state, that is, the pressing force applied to the wheel or the brake disc by the friction material driven by the EMBU2 cannot be automatically relieved once being applied.
When the clamping of the actuating mechanism 2 of the EMBU2 is determined, the user can be prompted to operate the manual mechanical relieving structure of the EMBU2 to brake and manually relieve when the pressing force needs to be relieved or relieved.
Meanwhile, the invention can also be combined with the displacement signal collected during the relieving operation to judge the effect of the manual relieving operation. The manual mechanical relieving structure relieves braking, which is similar to the manual relieving of a pneumatic braking unit, and the description of the invention is omitted.
The rail vehicle brake-by-wire method provided by the invention can automatically acquire the jammed EMBU and position the jammed EMBU so as to guide a user to manually perform pressing force relieving operation on the fault EMBU, and the fault recovery time is saved without the need of checking one by the user, so that the driving safety of a train is improved to a certain extent.
Based on the content of the foregoing embodiments, as an optional embodiment, in the case where it is determined that the execution structure of a first target EMBU is in a stuck state according to the displacement signal of the first target EMBU, or it is determined that communication between the first target EMBU and the MVCU fails according to the communication connection signal of the first target EMBU, performing an interlock isolation operation on the first target EMBU and a second target EMBU based on a pre-constructed brake-by-wire system, includes:
when the execution structure of the first target EMBU is determined to be in a clamping stagnation state or the communication between the first target EMBU and the MVCU is failed, enabling a first relay to be powered on according to a first failure hard wire signal sent by the first target EMBU;
under the condition that the first relay is powered on to operate, the first group of normally closed auxiliary contacts of the first relay is disconnected so as to disconnect the power supply connection of a second target EMBU and realize the isolation of the second target EMBU;
after the second target EMBU is remotely isolated, enabling a second relay to be powered on to act according to a second fault hard wire signal sent by the first target EMBU;
and under the condition that the second relay is electrified to act, the second group of normally closed auxiliary contacts of the second relay is disconnected so as to disconnect the power supply connection of the first target EMBU, and the first target EMBU is isolated.
Fig. 2 is a schematic diagram of the brake-by-wire isolation method provided by the present invention, and as shown in fig. 2, a port 2.2 of an EMBU2 (i.e., a first target EMBU) is used as a power supply port, and a positive voltage of a train 110V is connected to the port 2.2 through a circuit breaker 4 (i.e., a second set of normally closed auxiliary contacts) to supply power to an EMBU 2.
A first fault hard wire signal output by the control unit 2 of the EMBU2 is output through the port 2.3, and the first fault hard wire signal is sent out and then received by the relay 2 (i.e., the first relay), and triggers the first relay to perform an electric action.
After actuation of the first relay, circuit breaker 2 (i.e., the first set of normally closed auxiliary contacts) is triggered to open, thereby causing the power to be removed from the EMBU4 (i.e., the second target EMBU).
Meanwhile, in the case that the power supply of the EMBU4 is disconnected (i.e., isolated), the port 4.3 of the EMBU4 will also output a hard-line fault signal (i.e., a second fault hard-line signal) to the relay 4 (i.e., a second relay); after the second relay is energized, circuit breaker 4 (i.e., the second set of normally closed auxiliary contacts) is opened, thus causing EMBU2 to be isolated without power.
In addition, in the circuit related to the brake-by-wire system, the complete closed loop of the circuit is realized by grounding each relay or the EMBU.
According to the rail vehicle brake-by-wire method provided by the invention, the pre-built brake-by-wire system is adopted, when any EMBU is blocked or has a communication fault, the EMBU can be automatically isolated, and meanwhile, the EMBU and another EMBU on the same shaft can be interlocked and isolated, so that the automatic detection and the automatic isolation of the fault EMBU are effectively realized, the driving braking safety performance is improved, and the automatic operation level of the vehicle is improved.
Based on the content of the foregoing embodiment, as an optional embodiment, the above-mentioned prompting the user to operate the manual mechanical release mechanism of the first target EMBU and the second target EMBU respectively to perform the brake release includes:
under the condition that a first relay is powered on to act, a first group of normally open auxiliary contacts of the first relay are closed, and a prompt signal sent by the first target EMBU is sent to a human-computer interaction interface of a cab through the first group of normally open auxiliary contacts and a first fault output contact;
and under the condition that the second relay is electrified, a second group of normally open auxiliary contacts of the second relay is closed, and a prompt signal sent by the second target EMBU is sent to a human-computer interaction interface of the cab through the second group of normally open auxiliary contacts and the second fault output contact.
As shown in fig. 2, in combination with the above embodiment, in the case that the relay action 2 is actuated due to the fault of the EMBU2, the closer 2 (i.e. the first set of normally open auxiliary contacts) is also caused to be closed, so that the prompt signal output by the EMBU2 passes through the closer 2 and the fault DO2 (i.e. the first fault output contact), and is finally displayed on the human-machine interface of the cab.
Accordingly, in the event of actuation of relay 4, closure 4 (i.e., the second set of normally open auxiliary contacts) is also caused to close, whereby the notification signal output by EMBU4 will pass through closure 4, fault DO4 (i.e., the second fault output contact), and will ultimately be displayed on the human machine interface of the cab.
The scheme finally only needs to be used for solving the problem that when any one of the EMBU2 or the EMBU4 fails, the two EMBUs are isolated, and a failure signal is finally output to a man-machine interaction interface through a DO interface to be displayed.
According to the rail vehicle brake-by-wire method provided by the invention, on the basis of isolating two EMBUs on the same shaft with a fault, prompt signals related to the isolated EMBUs are displayed on a human-computer interaction interface, so that a user can conveniently locate the EMBUs with the fault in time, and convenience is provided for the user to remove the fault in time.
Based on the content of the foregoing embodiment, as an optional embodiment, the rail vehicle brake-by-wire method provided by the present invention further includes: when a user performs reset operation on the first fault output contact and the second fault output contact, the first relay and the second relay are both powered off;
correspondingly, the first group of normally open auxiliary contacts and the second group of normally open auxiliary contacts are both opened, and the first group of normally closed auxiliary contacts and the second group of normally closed auxiliary contacts are both closed, so that the reset of the brake-by-wire system is realized at the same time.
As shown in fig. 2, in combination with the above embodiment, the idea of isolating a failed EMBU provided by the present invention is to trigger the relay 2 to operate by a first fault hard line signal sent by the failed EMBU2, so as to cause a normally closed auxiliary contact (e.g. circuit breaker 4) of the relay 2 to open and a normally open auxiliary contact (e.g. closer 2) to close, so as to output a corresponding prompt signal through the fault DO2 contact. After the fault is eliminated, a user can manually reset the fault DO2 contact in a cab, namely, the fault DO2 contact is disconnected, the relay 2 which is connected with the fault DO2 in series on a line is powered off, the closer 2 is disconnected, and the reset of the wire control brake system is realized.
Based on the content of the above embodiment, as an optional embodiment, the MVCU receives the vital signal uploaded by each EMBU through the train backbone;
under the condition that the communication of the train backbone network is normal but the life signal of a first target EMBU is not received, sending a pulse signal to the first target EMBU to control the first relay to be powered;
and realizing remote interlocking isolation operation on the first target EMBU and the second target EMBU based on the brake-by-wire system.
As shown in fig. 2, with the above embodiment, if the communication of the train backbone network is normal, but the MVCU cannot monitor the vital signal of the EMBU2, the pulse signal sent by the port No. 2 by the MVCU triggers the relay 2 to operate, so as to implement the above processes of interlocking, isolating, and displaying the fault signal.
The hard-line fault signal of the port 2.3 (or the port 4.3) and the communication connection signal of the port 2.1 (or the port 4.1) are backup signals of each other. When the communication of the train backbone network is normal and the vital signals of the EMBU2 can be normally received, the port 2.3 does not send out a hard line fault signal, and the port 2 of the MVCU sends out a pulse signal to the relay 2 to act; when the network communication of the port 2.1 fails and the MVCU fails, the port 2.3 sends out a hard wire signal to trigger the action of the relay 2.
According to the rail vehicle brake-by-wire method provided by the invention, the design that the drive isolation of the control unit of the EMBU and the drive isolation of the MVCU are mutually redundant is adopted, and the MVCU directly isolates the EMBU with the fault under the condition that the EMBU has the fault and the vital signals are lost, so that the reliability of the isolation is fully ensured, and the driving braking safety performance is improved.
FIG. 3 is a schematic structural diagram of a brake-by-wire apparatus for a railway vehicle, as shown in FIG. 3, mainly comprising a multi-function vehicle control unit MVCU; the MVCU primarily includes a brake control module 31 and a communication module 32;
the braking control module 31 is configured to send a braking instruction to each electromechanical braking unit EMBU according to a deceleration required by braking, so that each EMBU controls the execution structure to complete compression of the friction material according to the braking instruction, and friction braking is achieved;
the communication module 32 is used for being in communication connection with each EMBU through a train backbone network;
the braking command contains information on the pressing force that the EMBU is required to apply.
It should be noted that, when the rail vehicle brake-by-wire apparatus provided in the embodiment of the present invention is in specific operation, the rail vehicle brake-by-wire method described in any of the above embodiments may be implemented, and details of this embodiment are not described herein.
The rail vehicle brake-by-wire device provided by the invention integrates the train-level brake control function of the vehicle into the MVCU for unified management, and the integrated optimization control mode effectively improves the automation level of train operation by the management and distribution of the braking force of the entire MVCU.
It should be noted that the rail vehicle brake-by-wire method and device provided by the invention are not only suitable for the traditional double-wheel-pair bogie, the independent wheel-pair rail train and the rail train adopting the Jacobian bogie, but also suitable for the road automobile with brake-by-wire.
Fig. 4 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 4, the electronic device may include: a processor (processor)410, a communication port (communication Interface)420, a memory (memory)430 and a communication bus 440, wherein the processor 410, the communication port 420 and the memory 430 are in communication with each other via the communication bus 440. Processor 410 may invoke logic instructions in memory 430 to perform a rail vehicle brake-by-wire method, the following operational steps being performed by the multifunction vehicle control unit, MVCU: according to the deceleration of the braking demand, a braking instruction is respectively sent to each electromechanical braking unit EMBU, so that each EMBU controls an execution structure to complete the compaction of a friction material according to the braking instruction, and friction braking is realized; the braking command contains pressing force information required to be applied by the EMBU; the MVCU is in communication connection with each EMBU through a train backbone network.
In addition, the logic instructions in the memory 430 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: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
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 carry out the rail vehicle brake-by-wire method provided by the above-mentioned methods, the following operating steps being carried out by a multifunction vehicle control unit, MVCU: according to the deceleration of the braking demand, a braking instruction is respectively sent to each electromechanical braking unit EMBU, so that each EMBU controls an execution structure to complete the compaction of a friction material according to the braking instruction, and friction braking is realized; the braking command contains pressing force information required to be applied by the EMBU; the MVCU is in communication connection with each EMBU through a train backbone network.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program that, when executed by a processor, is implemented to perform the rail vehicle brake-by-wire method provided by the various embodiments described above, the following operational steps being performed by a multifunction vehicle control unit, MVCU: according to the deceleration of the braking demand, a braking instruction is respectively sent to each electromechanical braking unit EMBU, so that each EMBU controls an execution structure to complete the compaction of a friction material according to the braking instruction, and friction braking is realized; the braking command contains pressing force information required to be applied by the EMBU; the MVCU is in communication connection with each EMBU through a train backbone network.
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 rail vehicle brake-by-wire method is characterized in that the following operating steps are carried out by a Multifunction Vehicle Control Unit (MVCU):
according to the deceleration of the braking demand, a braking instruction is respectively sent to each electromechanical braking unit EMBU, so that each EMBU controls an execution structure to complete the compaction of a friction material according to the braking instruction, and friction braking is realized;
the braking command contains pressing force information required to be applied by the EMBU;
the MVCU is in communication connection with each EMBU through a train backbone network.
2. The rail vehicle brake-by-wire method according to claim 1, further comprising, after sending a braking command to each electromechanical braking unit, EMBU:
receiving a displacement signal and a communication connection signal fed back by each EMBU;
in the case that the execution structure of a first target EMBU is determined to be in a stuck state according to the displacement signal of the first target EMBU or the communication fault between the first target EMBU and the MVCU is determined according to the communication connection signal of the first target EMBU, performing an interlocking isolation operation on the first target EMBU and a second target EMBU based on a pre-constructed brake-by-wire system;
the displacement signal is determined according to the displacement of the friction material pushed by the execution structure and a preset displacement threshold;
the communication connection signal comprises a communication state between the EMBU and the MVCU;
the first target EMBU and the second target EMBU correspond to two-sided braking on the same truck.
3. The rail vehicle brake-by-wire method of claim 2, further comprising, after performing an interlock isolation operation on the first and second target EMBU:
and prompting a user to operate the manual mechanical relieving structures of the first target EMBU and the second target EMBU respectively to relieve braking.
4. The rail vehicle brake-by-wire method of claim 3, wherein, in the event of a determination from the displacement signal of a first target EMBU that an actuation structure of the first target EMBU is in a stuck state or a determination from the communication connection signal of a first target EMBU that a communication failure between the first target EMBU and the MVCU occurs, performing an interlock isolation operation on the first target EMBU and a second target EMBU based on a pre-constructed brake-by-wire system, comprising:
when the execution structure of the first target EMBU is determined to be in a clamping stagnation state or the communication between the first target EMBU and the MVCU is failed, enabling a first relay to be powered on according to a first failure hard wire signal sent by the first target EMBU;
under the condition that the first relay is powered on to operate, the first group of normally closed auxiliary contacts of the first relay is disconnected so as to disconnect the power supply connection of a second target EMBU and realize the isolation of the second target EMBU;
after the second target EMBU is remotely isolated, enabling a second relay to be powered on to act according to a second fault hard wire signal sent by the first target EMBU;
and under the condition that the second relay is electrified to act, the second group of normally closed auxiliary contacts of the second relay is disconnected so as to disconnect the power supply connection of the first target EMBU, and the first target EMBU is isolated.
5. The rail vehicle brake-by-wire method of claim 4, wherein prompting a user to operate a manual mechanical mitigation structure of the first and second target EMBUs, respectively, for brake mitigation comprises:
under the condition that a first relay is powered on to act, a first group of normally open auxiliary contacts of the first relay are closed, and a prompt signal sent by the first target EMBU is sent to a human-computer interaction interface of a cab through the first group of normally open auxiliary contacts and a first fault output contact;
and under the condition that the second relay is electrified, a second group of normally open auxiliary contacts of the second relay is closed, and a prompt signal sent by the second target EMBU is sent to a human-computer interaction interface of the cab through the second group of normally open auxiliary contacts and the second fault output contact.
6. The rail vehicle brake-by-wire method of claim 5, further comprising:
when a user performs reset operation on the first fault output contact and the second fault output contact, the first relay and the second relay are both powered off;
correspondingly, the first group of normally open auxiliary contacts and the second group of normally open auxiliary contacts are both opened, and the first group of normally closed auxiliary contacts and the second group of normally closed auxiliary contacts are both closed, so that the reset of the brake-by-wire system is realized at the same time.
7. The rail vehicle brake-by-wire method of any one of claims 4-6, wherein the MVCU receives vital signals uploaded by each EMBU through the train backbone;
under the condition that the communication of the train backbone network is normal but the life signal of a first target EMBU is not received, sending a pulse signal to the first target EMBU to control the first relay to be powered;
and realizing remote interlocking isolation operation on the first target EMBU and the second target EMBU based on the brake-by-wire system.
8. A rail vehicle brake-by-wire apparatus comprising a multi-function vehicle control unit (MVCU) comprising a brake control module and a communication module;
the braking control module is used for respectively sending braking instructions to each electromechanical braking unit EMBU according to the deceleration required by braking, so that each EMBU controls the execution structure to complete the compaction of the friction material according to the braking instructions, and friction braking is realized;
the communication module is used for being in communication connection with each EMBU through a train backbone network;
the braking command contains information on the pressing force that the EMBU is required to apply.
9. 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 implements the rail vehicle brake-by-wire method steps according to one of claims 1 to 7 when executing the computer program.
10. A non-transitory computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the rail vehicle brake-by-wire method steps according to one of claims 1 to 7.
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| CN202111109132.4A CN113859200B (en) | 2021-09-22 | 2021-09-22 | Rail vehicle brake-by-wire method and device |
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| CN202111109132.4A CN113859200B (en) | 2021-09-22 | 2021-09-22 | Rail vehicle brake-by-wire method and device |
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| CN111376880A (en) * | 2018-12-29 | 2020-07-07 | 比亚迪股份有限公司 | Electromechanical brake system for railway vehicle, control method of electromechanical brake system and railway vehicle |
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| CN113859200B (en) | 2022-07-19 |
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