CN114274930B - Emergency braking control method and device - Google Patents
Emergency braking control method and device Download PDFInfo
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- CN114274930B CN114274930B CN202210004931.3A CN202210004931A CN114274930B CN 114274930 B CN114274930 B CN 114274930B CN 202210004931 A CN202210004931 A CN 202210004931A CN 114274930 B CN114274930 B CN 114274930B
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Abstract
The application discloses an emergency braking control method and an emergency braking control device, wherein the emergency braking control method comprises the following steps: vehicle speed calculation step: calculating the real-time speed of the vehicle according to the speed signal; calculating an emergency braking motion model of the vehicle, and calculating deceleration, braking distance and criterion according to the real-time speed of the vehicle; primary emergency braking control: according to the real-time speed of the vehicle, an emergency braking motion model and an external emergency braking signal, outputting a first control signal to a traction and braking device respectively, and applying primary emergency braking to the vehicle by the traction and braking control device according to the first control signal; and a safety emergency braking control step: and when the calculation result does not meet the requirement of the emergency braking criterion of the vehicle, switching to a second control signal to a vehicle traction device and a braking device. The invention can reduce the use of friction braking to the maximum extent under the condition of vehicle emergency, reduce abrasion, reduce the risk of wheel friction and reduce the braking cost.
Description
Technical Field
The invention belongs to the field of emergency brake control, and particularly relates to an emergency brake control method and device.
Background
The braking function of the rail vehicle is the most important function for ensuring the safe and stable running of the train, the modern rail vehicle also puts higher requirements on the braking capability of the train, and the braking performance is the key index of the safe running of the train.
When the vehicle runs at a high speed, the speed of the vehicle is controlled by usually adopting a service brake, the service brake is generally in the form of an electric brake with antiskid control, but when the vehicle is in an emergency, the vehicle can be put into an emergency brake to realize the minimum distance parking. The emergency braking is friction braking, when the emergency braking has no antiskid function, the accident of wheel rubbing of the vehicle can be caused by the friction braking when the emergency braking is carried out at high speed, and the accident of mark flushing and even vehicle collision can be caused if the emergency braking is not carried out.
The current rail transit vehicle braking can be divided into friction braking such as air braking, hydraulic braking, magnetic track braking and the like, eddy current braking, regenerative braking and the like according to the braking mode; the braking condition can be divided into common braking, emergency braking, parking braking and the like. When the vehicle is subjected to service braking, the BCU controls the braking torque according to the braking working condition of the vehicle so as to meet the braking requirement and the antiskid requirement. When the vehicle is emergently braked, the emergency brake of part of the vehicle can realize the antiskid requirement, but the emergency brake of part of the vehicle does not have the antiskid function. When the vehicle runs at a high speed, emergency braking occurs, if the maximum braking torque is directly applied to lock the wheels, although the braking distance of the minimum braking distance can be realized, the wheels are scratched, the brake pad is seriously abraded, the braking cost is high, the braking body feeling of the vehicle is poor, and the riding experience of passengers is influenced.
In the prior art, only brake monitoring for the whole braking process is provided for a control method, no related patent is used for monitoring an emergency braking process, and no related patent is used for detailed description of similar products such as an emergency management device and the like.
Disclosure of Invention
The embodiment of the application provides an emergency braking control method and device, and aims to at least solve the problems that the existing emergency braking control method is poor in vehicle brake body feeling and affects passenger riding experience.
The invention provides an emergency braking control method, which comprises the following steps:
vehicle speed calculation step: calculating the current vehicle speed of the vehicle in real time;
calculating an emergency braking operation model of the vehicle: calculating a real-time deceleration, a braking distance and a criterion according to the current vehicle speed of the vehicle;
primary emergency braking control: according to the real-time speed of the vehicle, an emergency braking motion model and an external emergency braking signal, the emergency braking control device outputs a first control signal to a traction device and a braking device respectively, and the traction device and the braking device apply primary emergency braking to the vehicle according to the first control signal;
and safety emergency braking control: and when the calculated primary emergency braking working condition does not meet the requirement of the vehicle emergency braking criterion and/or the current vehicle speed is lower than a set value, respectively outputting a second control signal to the vehicle traction device and the braking device, wherein the traction device and the braking control device apply safe emergency braking to the vehicle according to the second control signal.
The invention also provides an emergency braking control device, wherein the emergency braking control device is provided with at least 4 paths of PWM signal acquisition channels, and can monitor the PWM signals sent by the speed sensor in real time;
the emergency braking control device is provided with at least one I-channel external digital quantity input acquisition channel, and can accurately and reliably acquire level signals of an external emergency braking EB (electronic beam brake);
the emergency brake control device is provided with an external power supply signal PWR, and the logic linkage of the external power supply signal PWR and an output signal EBS of the emergency brake management device can be realized through an internal controller;
the emergency brake control device is provided with at least 4 paths of internal digital quantity input acquisition channels, the current state of the relay can be accurately recovered, and when the recovery result is inconsistent with the control output, the emergency brake control device leads to a safe state;
the emergency braking control device has at least 4 paths of digital quantity outputs and can control the actions of 4 relays, and the relays feed back the control effect and the current running state of the device and feed back the control effect and the current running state to a vehicle monitoring system.
The invention has the beneficial effects that:
the invention can utilize electric braking to the maximum extent under the condition that the vehicle judges that the vehicle is in an emergency, reduce the use of friction braking to the maximum extent, effectively reduce the risk of wiping wheels and reduce the braking cost; on the basis of ensuring the braking effect, the comfort of passengers in the braking process is improved; the braking function of the original vehicle is further ensured, and the application of the braking effect can be effectively ensured; the failure-safety is taken as a design trigger point, so that the control of the vehicle can be removed even if the vehicle has a failure, the reliable application of the braking action is ensured, and the safety of the original vehicle is improved; the device applies anti-skid electric brake through two-stage brake, and applies friction emergency brake when the brake performance is not satisfactory, thereby greatly reducing the cost and loss of emergency brake and improving the comfort of passengers.
The method adopts a redundancy mode, and can monitor the emergency braking process through the braking acceleration even if the braking distance calculation fails, or the acceleration calculation fails, and also can monitor the emergency braking process through the braking distance, thereby obviously improving the reliability and the accuracy of the emergency braking management.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application.
In the drawings:
FIG. 1 is a flow chart of the primary emergency braking control method of the present invention;
FIG. 2 is a flow chart of a speed calculation method of the present invention;
FIG. 3 is a flow chart of a deceleration calculation method of the present invention;
FIG. 4 is a flow chart of a filtering method of the present invention;
FIG. 5 is a flow chart of the two-stage emergency braking control of the present invention;
FIG. 6 is a diagram of an application system for the emergency brake management apparatus of the present invention;
FIG. 7 is one of the control logic diagrams for the EBS output signal of the present invention;
FIG. 8 is one of the operational logic diagrams of the EBS output signal of the present invention;
FIG. 9 is a flow chart of an emergency braking control method of the present invention;
FIG. 10 is a flowchart of the substeps of step S1;
FIG. 11 is a flow chart of steps S3 of the present invention;
FIG. 12 is a substep flowchart of step S31 of the present invention;
FIG. 13 is a flow chart showing steps S4 of the present invention;
fig. 14 is a frame diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments provided in the present application without any inventive step are within the scope of protection of the present application.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the specification. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of ordinary skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments without conflict.
Unless otherwise defined, technical or scientific terms referred to herein should have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. Reference to "a," "an," "the," and similar words throughout this application are not to be construed as limiting in number, and may refer to the singular or the plural. The present application is directed to the use of the terms "including," "comprising," "having," and any variations thereof, which are intended to cover non-exclusive inclusions; for example, a process, method, system, article, or apparatus that comprises a list of steps or modules (elements) is not limited to only those steps or elements but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus. Reference to "connected," "coupled," and the like in this application is not intended to be limited to physical or mechanical connections, but rather can include electrical connections, whether direct or indirect. The term "plurality" as referred to herein means two or more. "and/or" describes an association relationship of associated objects, meaning that three relationships may exist, for example, "A and/or B" may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. Reference herein to the terms "first," "second," "third," and the like, are merely to distinguish similar objects and do not denote a particular ordering for the objects.
The present invention is described in detail with reference to the embodiments shown in the drawings, but it should be understood that these embodiments are not intended to limit the present invention, and that functional, methodological, or structural equivalents thereof, which are equivalent or substituted by those of ordinary skill in the art, are within the scope of the present invention.
The invention designs a novel emergency braking control method which can manage the emergency braking process according to the actual braking working condition of a vehicle when a train is in an emergency. The method comprises the steps of firstly applying a primary emergency brake with an anti-skid function, and then applying a safety emergency brake when the primary emergency brake cannot meet the braking requirement of a vehicle. Therefore, the risk of vehicle wheel rubbing can be effectively reduced on the basis of ensuring the braking effect.
The first embodiment is as follows:
the invention provides an emergency braking control method, and the main flow of the invention is shown in figure 1; the speed calculation method is shown in fig. 2; the deceleration calculation method is shown in fig. 3; the filtering method is shown in fig. 4; the flow chart of the two-stage emergency braking control is shown in FIG. 5; the application system of the emergency brake management device is shown in fig. 6; the operational logic of the EBS output signal is shown in fig. 7 and 8.
The method comprises the following specific steps:
referring to fig. 9, fig. 9 is a flowchart of an emergency braking control method. As shown in fig. 9, the emergency braking control method of the present invention includes:
vehicle speed calculation step S1: calculating the current vehicle speed of the vehicle in real time;
a vehicle emergency braking operation model calculation step S2: calculating a real-time deceleration, a braking distance and a criterion according to the current vehicle speed of the vehicle;
primary emergency braking control step S3: according to the real-time speed of the vehicle, an emergency braking motion model and an external emergency braking signal, the emergency braking control device outputs a first control signal to a traction device and a braking device respectively, and the traction device and the braking device apply primary emergency braking to the vehicle according to the first control signal;
safety emergency braking control step S4: and when the calculated primary emergency braking working condition does not meet the requirement of the emergency braking criterion of the vehicle and/or the current vehicle speed is lower than a set value, respectively outputting a second control signal to a traction device and a braking device of the vehicle, wherein the traction device and the braking control device apply safe emergency braking to the vehicle according to the second control signal.
Referring to fig. 10, fig. 10 is a flowchart of the vehicle speed calculating step S1. As shown in fig. 10, the vehicle speed calculation step S1 includes:
each channel speed calculation step S11: periodically collecting PWM signals of 4 paths of speed sensors and time intervals corresponding to the PWM signals, and calculating 4 paths of real-time speed signals;
a filtering step S12: filtering the calculated speed of each channel, and eliminating the interference of speed signal peak mutation caused by unexpected interference such as a speed sensor, an optical coupling isolation circuit and the like;
vehicle confidence speed value step S13: based on the principle of safety, the speed of two speed sensors which are redundant with each other on each shaft takes a larger value as a shaft speed signal, the two shaft speed signals are compared, and on the basis that the speed is smaller than an error, the larger value of the two shaft speeds is taken as the confidence speed of the vehicle.
During emergency braking, when the vehicle is in a primary emergency braking stage, the emergency braking control device judges the value of the vehicle confidence speed failure flag bit in the last several cycles in each cycle, when the value of the vehicle confidence speed failure flag bit is larger than a first threshold value, the failure flag bit is set, and the emergency braking control device is switched to a safety emergency braking stage and sends a signal.
Wherein the filtering step comprises:
when the buffer area of the emergency brake control device only has one numerical value, the filtered numerical value is consistent with the numerical value, when the buffer area of the emergency brake control device stores 2-4 numerical values, the numerical values of the buffer area are averaged to be used as the filtered numerical value, when the buffer area of the emergency brake control device stores 5 numerical values, the maximum value and the minimum value of the numerical values in the buffer area are removed, and then the averaged numerical value is obtained to obtain the filtered numerical value.
Referring to fig. 11, fig. 11 is a flowchart of the primary emergency braking control step S3. As shown in fig. 11, the primary emergency braking control step S3 includes:
deceleration calculating step S31: according to the speed signal of the 4-path channel, the deceleration of the 4-path channel is obtained through calculation, and the deceleration of the 4-path channel is processed to obtain the vehicle deceleration.
Referring to fig. 12, fig. 12 is a flowchart of the deceleration calculating step S31. As shown in fig. 12, the deceleration calculating step S31 includes:
deceleration signal obtaining step S311: the emergency brake control device collects the speed signals of the 4 channels, continuously and independently calculates the deceleration of the 4 channels by using the speed difference of two continuous periods of each channel speed and the corresponding time difference, and obtains pure deceleration signals after filtering;
processing step S312: carrying out effectiveness weighting processing on the deceleration of the 4-path channel to obtain the only effective confidence deceleration of the vehicle;
deceleration calculation accuracy ensuring step S313: if any one path of channel fails to continuously exceed the second threshold value to obtain the deceleration, the path of signal is discarded when the deceleration of the vehicle is calculated, and the accuracy of the deceleration calculation of the vehicle is ensured;
step S314 of sending fault signals: if the 4-channel fails to calculate the deceleration at the same time, the unique confidence deceleration of the vehicle cannot be obtained, the confidence acceleration fault flag bit of the vehicle is set, the emergency braking control device is switched to a safe emergency braking state, and a fault signal is sent out.
Referring to fig. 13, fig. 13 is a flowchart of the safety emergency braking control step S4. As shown in fig. 13, the safety emergency braking control step S4 includes:
calculating a braking distance step S41: when the braking force is applied in place, the emergency braking control device calculates the braking distance based on the current initial braking speed of the vehicle;
calculating a primary emergency braking criterion step S42: when the braking force is applied in place, the emergency braking control device calculates a criterion in real time based on the current vehicle braking initial speed, a vehicle theoretical speed-deceleration curve and a vehicle theoretical speed-braking distance curve;
comparison step S43: comparing said braking distance and said vehicle deceleration to a monitoring criterion;
step S44 of determining the number of times the criterion is not met during the primary emergency braking: judging the number of times that the braking distance or the braking deceleration does not meet the criterion, and judging whether the number of times during primary emergency braking does not meet the criterion exceeds a third threshold value;
apply emergency brake step S45: said emergency brake control means applies a safety emergency brake when said numerical value of the number of times during said primary emergency braking does not meet said criterion exceeds said third threshold, otherwise said emergency brake control means maintains the primary emergency brake.
Specifically, when the vehicle speed is greater than a speed set value and EB is switched from a high level to a low level, the emergency brake management device judges that the current brake is an emergency brake and firstly switches to a primary emergency brake; otherwise, switching to safe emergency braking until the vehicle speed is reduced to the speed set value. The primary emergency brake is an electric brake with an antiskid function; the safety emergency brake is a friction brake without an antiskid function.
The device calculates the speed of each channel by periodically acquiring PWM signals of four speeds and the interval time of the pulse, then filters the calculated speed, and takes a larger value of the filtered speed as the speed of the shaft according to the shaft; and then judging the speeds of the two shafts, if the speed difference value of the two shafts is smaller than an error value ET1, taking the larger value of the two shafts as the speed of the vehicle, and resetting a speed failure flag SpeedFail, otherwise, the effective speed of the vehicle cannot be obtained in the current period, setting the speed failure flag SpeedFail and counting the speed failure flag SpeedFail cnt. The device judges the value of the SpeedFailCnt in each period, and when the value of the SpeedFailCnt is larger than a threshold value ET2, a fault flag u8SpeedMis _ Err is set and sends a signal.
The device collects the speed signals of 4 channels, continuously calculates the deceleration of the 4 channels, and obtains pure deceleration signals after filtering treatment. And the deceleration of the 4-path channel is subjected to effective weighting processing to obtain the only effective deceleration of the vehicle. If a certain path of channel fails to continuously exceed ET3 times to obtain the deceleration, the path of signal is discarded when the deceleration of the vehicle is calculated, and the accuracy of the deceleration calculation of the vehicle is ensured. If the deceleration is not calculated simultaneously by the 4-channel, the only effective deceleration of the vehicle can not be obtained, and the device fault flag u8Decmis _ Err is set at the moment to send out a fault signal.
The filtering strategy of the device is divided into three stages, when the buffer area of the device only has one numerical value, the filtered value is consistent with the numerical value, when the buffer area of the device stores 2-4 numerical values, the numerical value of the buffer area is averaged to be used as the filtered value, when the buffer area of the device stores 5 numerical values, the maximum value and the minimum value of the buffer area are removed, and then the averaged strategy is adopted to obtain the filtered value.
The device starts to judge whether the brake is in place or not after receiving an emergency braking instruction of the vehicle. When the braking force is in place, the device calculates the braking distance based on the vehicle unique confidence speed, and compares the braking distance and the vehicle unique effective deceleration as the technical index of emergency braking with the monitoring threshold value. When the braking distance or the vehicle's only effective deceleration does not satisfy the monitoring threshold, the emergency braking not satisfying flag u8FitCnn starts counting. The device applies the safety emergency brake when the value of u8FitCnn exceeds the threshold ET7, otherwise the device applies the primary emergency brake.
The device is based on a failure-safety design principle, when the device identifies a failure in an emergency braking process, a relay in the device keeps a power-off state, the control right of the device is automatically cut off, and a vehicle traction and braking device is directly controlled by an EB (electronic beam) signal.
The invention designs a novel emergency braking control device which can manage an emergency braking device according to the actual braking working condition of a vehicle when a train is in emergency. The method comprises the steps of firstly applying a primary emergency brake with an antiskid function, and then applying a safety emergency brake when the primary emergency brake cannot meet the braking requirement of a vehicle.
Example two:
an emergency braking control apparatus according to the present invention includes:
at least 4 paths of PWM signal acquisition channels can monitor PWM signals sent by the speed sensor in real time;
the emergency braking control device is provided with at least one I-channel external digital quantity input acquisition channel, and can accurately and reliably acquire level signals of an external emergency braking EB (electronic beam brake);
the emergency brake control device is provided with an external power supply signal PWR, and the logic linkage of the external power supply signal PWR and an output signal EBS of the emergency brake management device can be realized through an internal controller;
the emergency brake control device is provided with at least 4 paths of internal digital quantity input acquisition channels, the current state of the relay can be accurately recovered, and when the recovery result is inconsistent with the control output, the emergency brake control device leads to a safe state;
the emergency braking control device has at least 4 paths of digital quantity outputs and can control the actions of 4 relays, and the relays feed back the control effect and the current running state of the device and feed back the control effect and the current running state to a vehicle monitoring system.
Wherein the at least 4 relays comprise:
the 2 safety relays can realize reliable logic actions of an emergency brake input signal EB, an emergency brake output signal EBS and a vehicle body external power supply PWR; the safety relay can keep the simultaneous and reliable logic, and realizes the reliable connection and disconnection of the anode and the cathode of EB, EBS and PWR;
the conventional relays feed back the control effect and the current running state of the emergency brake control device and feed back the control effect and the current running state to a vehicle monitoring system;
wherein, still include:
the safety relay comprises at least 6 fuses, a relay contact circuit can be protected, and the situation that the relay or the safety relay contact is fused due to overload or overcurrent faults is prevented;
the emergency braking control device does not comprise a communication device, and can realize the management of the emergency braking working condition completely depending on the design of the emergency braking control device.
Specifically, the device can collect speed signals of two shafts of two carriages of the train, and each shaft collects two paths of speed signals. The input speed signal is filtered, so that the instantaneous disturbance of the speed sensor can be effectively shielded, and the purity of the 4-path speed PWM signal is ensured.
The device can effectively judge the effectiveness of speed acquisition and extract the only effective speed of the current vehicle; the device can effectively calculate the deceleration of each speed sensor and calculate the only effective deceleration in the emergency process of the vehicle; the device can identify the braking force instruction, judge the in-place state of the braking force application by referring to the braking instruction and accurately calculate the vehicle running distance in the emergency process; the device can check whether the deceleration and the braking distance meet the braking requirements in the braking process according to 4 paths of speed PWM signals collected by the device; the device can control the safety relay to output an emergency braking instruction and output a state instruction according to an emergency input instruction EB and a check result; the device is provided with at least 4 paths of PWM signal acquisition channels, and can monitor PWM signals (A1, A2, B1 and B2) sent by a speed sensor in real time; the device is provided with at least I external digital quantity input acquisition channels, and can accurately acquire level signals of an external emergency brake EB (electronic beam); the device is provided with an external power supply signal PWR, and the logic linkage of the external power supply signal PWR and an output signal EBS of the emergency braking management device can be realized through an internal controller; the device is provided with at least 4 paths of internal digital quantity input acquisition channels, and the current state of the relay can be accurately acquired; the device has at least 4 paths of digital quantity outputs and can control the actions of 4 relays; the device is provided with 2 safety relays (relays 1 and 2) and can realize reliable logic actions of an emergency brake input signal EB, an emergency brake output signal EBS and a vehicle body external power supply PWR; 2 safety relays of the device can maintain simultaneous and reliable logic, and reliable connection and disconnection of positive electrodes and negative electrodes of EB, EBS and PWR are realized; the device is provided with 2 conventional relays (relays 3 and 4), and can feed back the control effect and the current running state of the device and feed back the control effect and the current running state to a vehicle monitoring system; the device is provided with at least 6 fuses, so that a relay contact circuit can be protected, and the condition that a relay or a safety relay contact is fused due to overload or overcurrent faults is prevented; the device does not have a communication device, and can realize the management of the emergency braking working condition by completely depending on self design.
Example three:
referring to fig. 14, this embodiment discloses a specific implementation of an electronic device. The electronic device may include a processor 81 and a memory 82 storing computer program instructions.
In particular, the processor 81 may include a Central Processing Unit (CPU), or an Application Specific Integrated Circuit (ASIC), or may be configured to implement one or more Integrated circuits of the embodiments of the present Application.
The memory 82 may be used to store or cache various data files for processing and/or communication use, as well as possible computer program instructions executed by the processor 81.
The processor 81 implements any of the emergency braking control methods in the above embodiments by reading and executing computer program instructions stored in the memory 82.
In some of these embodiments, the electronic device may also include a communication interface 83 and a bus 80. As shown in fig. 14, the processor 81, the memory 82, and the communication interface 83 are connected via the bus 80 to complete mutual communication.
The communication interface 83 is used for implementing communication between various modules, apparatuses, units and/or devices in the embodiments of the present application. The communication port 83 may also be implemented with other components such as: the data communication is carried out among external equipment, image/data acquisition equipment, a database, external storage, an image/data processing workstation and the like.
The bus 80 includes hardware, software, or both to couple the components of the electronic device to one another. Bus 80 includes, but is not limited to, at least one of the following: data Bus (Data Bus), address Bus (Address Bus), control Bus (Control Bus), expansion Bus (Expansion Bus), and Local Bus (Local Bus). By way of example and not limitation, bus 80 may include an Accelerated Graphics Port (AGP) or other Graphics Bus, an Enhanced Industrial Standard Architecture (EISA) Bus, a Front-Side Bus (Front Side Bus), an FSB Bus, a Hyper Transport (HT) Interconnect, an ISA Bus, an InfiniBand (InfiniBand) Interconnect, a Low Pin Count (LPC) Bus, a memory Bus, a microchannel Architecture (MCA) Bus, a PCI-Interconnect (peripheral component Interconnect), a PCI-Express (PCI-X) Bus, a Serial attached Technology (Serial attached Technology, vlaudio Technology, a Video Bus, or a combination of two or more of these suitable electronic buses. Bus 80 may include one or more buses, where appropriate. Although specific buses are described and shown in the embodiments of the present application, any suitable buses or interconnects are contemplated by the present application.
The electronic device may be based on an emergency braking control to implement the methods described in connection with fig. 9-13.
In addition, in combination with the emergency braking control method in the foregoing embodiments, the embodiments of the present application may be implemented by providing a computer-readable storage medium. The computer readable storage medium having stored thereon computer program instructions; the computer program instructions, when executed by a processor, implement any of the emergency braking control methods in the above embodiments.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
In summary, the emergency braking control method has the advantages that the emergency braking control method can utilize electric braking to the maximum extent under the condition that the vehicle judges that the vehicle is in an emergency, so that the use of friction braking is reduced to the maximum extent, the risk of wheel rubbing is effectively reduced, and the braking cost is reduced; on the basis of ensuring the braking effect, the comfort of passengers in the braking process is improved; further ensuring the braking function of the original vehicle and effectively ensuring the application of the braking effect; the failure-safety is taken as a design trigger point, so that even if the vehicle fails, the control of the vehicle can be removed, the reliable application of the braking action is ensured, and the safety of the original vehicle is improved; the device applies anti-skid electric brake through two-stage brake, and applies friction emergency brake when the brake performance does not meet the requirement, thereby greatly reducing the cost and loss of emergency brake and improving the comfort of passengers.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, and these are all within the scope of protection of the present application. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (9)
1. An emergency braking control method applied to an emergency braking control apparatus, the emergency braking control method comprising:
vehicle speed calculation step S1: calculating the current vehicle speed of the vehicle in real time;
a vehicle emergency braking operation model calculation step S2: calculating a real-time deceleration, a braking distance and a criterion according to the current vehicle speed of the vehicle;
primary emergency braking control step S3: according to the real-time speed of the vehicle, an emergency braking motion model and an external emergency braking signal, the emergency braking control device outputs a first control signal to a traction device and a braking device respectively, the traction device and the braking device apply primary emergency braking to the vehicle according to the first control signal, and the primary emergency braking is electric braking;
safety emergency braking control step S4: when the calculated primary emergency braking working condition does not meet the requirement of a vehicle emergency braking criterion and/or the current vehicle speed is lower than a set value, second control signals are respectively output to a vehicle traction device and a braking device, the traction device and the braking control device apply safe emergency braking to the vehicle according to the second control signals, and the safe emergency braking is friction braking; wherein the safety emergency braking control step S4 includes:
calculating a braking distance step S41: when the braking force is applied in place, the emergency braking control device calculates the braking distance based on the current initial braking speed of the vehicle;
calculating a primary emergency brake criterion step S42: when the braking force is applied in place, the emergency braking control device calculates a criterion in real time based on the current vehicle braking initial speed, a vehicle theoretical speed-deceleration curve and a vehicle theoretical speed-braking distance curve;
comparison step S43: comparing the braking distance and the vehicle deceleration with a monitoring criterion;
step S44 of determining the number of times the criterion is not met during primary emergency braking: judging the times that the braking distance or the braking deceleration does not meet the criterion, and judging whether the times during the primary emergency braking period do not meet the criterion exceed a third threshold value;
apply emergency brake step S45: when the criterion number value is not met during the primary emergency braking and the criterion number value exceeds the third threshold value, the emergency braking control device applies safe emergency braking, otherwise the emergency braking control device maintains the primary emergency braking.
2. The emergency braking control method according to claim 1, wherein the vehicle speed calculating step includes:
calculating the speed of each channel: periodically acquiring PWM signals of 4 paths of speed sensors and time intervals corresponding to the PWM signals, and calculating 4 paths of real-time speed signals;
a filtering step: filtering the calculated speed of each channel to eliminate the interference of speed signal peak mutation caused by unexpected interference such as a speed sensor, an optical coupling isolation circuit and the like;
the vehicle confidence speed value taking step: the speed of two speed sensors with mutual redundancy of each shaft is taken as a shaft speed signal, the two shaft speed signals are compared, and on the basis that the speed of the two shafts is smaller than the error, the larger speed of the two shafts is taken as the confidence speed of the vehicle.
3. The emergency braking control method according to claim 2, wherein during emergency braking, when in a primary emergency braking stage, the emergency braking control device judges the value of the vehicle confidence speed failure flag bit in the last several cycles in each cycle, when the value of the vehicle confidence speed failure flag bit is greater than a first threshold value, a fault flag bit is set, and the emergency braking control device switches to a safety emergency braking stage and sends out a signal.
4. The emergency braking control method of claim 2, wherein the filtering step comprises:
when the buffer area of the emergency brake control device only has one numerical value, the filtered value is consistent with the numerical value, when the buffer area of the emergency brake control device stores 2-4 numerical values, the numerical value of the buffer area is averaged to be used as the filtered value, when the buffer area of the emergency brake control device stores 5 numerical values, the maximum value and the minimum value of the numerical values in the buffer area are removed, and then the averaged numerical value is obtained to obtain the filtered value.
5. The emergency brake control method of claim 1, wherein the primary emergency brake control step further comprises:
deceleration calculating step: according to the speed signal of the 4-path channel, the deceleration of the 4-path channel is obtained through calculation, and the deceleration of the 4-path channel is processed to obtain the vehicle deceleration.
6. The emergency braking control method according to claim 5, wherein the deceleration calculating step includes:
obtaining a deceleration signal: the emergency brake control device collects the speed signals of the 4 channels, continuously and independently calculates the deceleration of the 4 channels by using the speed difference of two continuous periods of the speed of each channel and the corresponding time difference, and obtains pure deceleration signals after filtering treatment;
the treatment steps are as follows: carrying out effectiveness weighting processing on the deceleration of the 4-path channel to obtain the only effective confidence deceleration of the vehicle;
ensuring deceleration calculation accuracy: if any one path of channel fails to continuously exceed the second threshold value to obtain the deceleration, discarding the path of signal when calculating the deceleration of the vehicle, and ensuring the accuracy of the calculation of the deceleration of the vehicle;
a step of sending out a fault signal: if the 4-channel fails to calculate the deceleration at the same time, the vehicle unique confidence deceleration cannot be obtained, the vehicle confidence acceleration fault flag bit is set, the emergency braking control device is switched to a safe emergency braking state, and a fault signal is sent out.
7. An emergency brake control device for realizing the emergency brake control method according to any one of claims 1 to 6, wherein at least 4 PWM signal acquisition channels are provided, and the PWM signals sent by the speed sensor can be monitored in real time;
the emergency brake control device is provided with at least an I-path external digital quantity input acquisition channel, and can accurately and reliably acquire level signals of an external emergency brake EB (electronic beam);
the emergency brake control device is provided with an external power supply signal PWR, and the logic linkage of the external power supply signal PWR and an output signal EBS of the emergency brake management device can be realized through an internal controller;
the emergency braking control device is provided with at least 4 internal digital quantity input acquisition channels, the current state of the relay can be accurately retrieved, and when the retrieval result is inconsistent with the control output, the emergency braking control device is guided to a safe state;
the emergency braking control device has at least 4 paths of digital quantity outputs and can control the actions of 4 relays, and the relays feed back the control effect and the current running state of the device and feed back the control effect and the current running state to a vehicle monitoring system.
8. The emergency brake control device of claim 7, wherein the at least 4 relays comprise:
2 safety relays, which can realize reliable logic actions of an emergency brake input signal EB, an emergency brake output signal EBS and a vehicle body external power supply PWR; the safety relay can keep the simultaneous and reliable logic, and realizes the reliable connection and disconnection of the anode and the cathode of EB, EBS and PWR;
and the conventional relays feed back the control effect and the current running state of the emergency brake control device and feed back the control effect and the current running state to a vehicle monitoring system.
9. The emergency brake control device according to claim 8, further comprising:
the fuse protector comprises at least 6 fuses, can protect a relay contact circuit and prevent the situation that the relay or the safety relay contact is fused due to overload or overcurrent faults.
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| DE102017111003A1 (en) * | 2017-05-19 | 2018-11-22 | Wabco Europe Bvba | Method for determining autonomous emergency braking, method for performing emergency braking, and control system for a vehicle dynamics system |
| CN109080614B (en) * | 2018-08-22 | 2021-03-26 | 中车株洲电力机车有限公司 | Fault processing method, system and equipment for emergency braking loop |
| DE102019108502B4 (en) * | 2019-04-02 | 2021-05-20 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Method and control device for controlling an automatic emergency braking system |
| CN110395276A (en) * | 2019-06-26 | 2019-11-01 | 北京全路通信信号研究设计院集团有限公司 | A kind of control method and system detecting vehicle braking force |
| CN112722012B (en) * | 2021-01-14 | 2022-09-13 | 中车青岛四方车辆研究所有限公司 | Emergency braking management system and control method thereof |
| CN112874493B (en) * | 2021-02-01 | 2022-03-18 | 中车青岛四方车辆研究所有限公司 | Tramcar hydraulic braking control method and system |
| CN113859318A (en) * | 2021-11-16 | 2021-12-31 | 中国铁道科学研究院集团有限公司 | Train braking device and method |
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