CN114559918A - Brake control method, system and related assembly - Google Patents

Brake control method, system and related assembly Download PDF

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Publication number
CN114559918A
CN114559918A CN202110813056.9A CN202110813056A CN114559918A CN 114559918 A CN114559918 A CN 114559918A CN 202110813056 A CN202110813056 A CN 202110813056A CN 114559918 A CN114559918 A CN 114559918A
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China
Prior art keywords
braking force
vehicle
demand
brake control
current
Prior art date
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Pending
Application number
CN202110813056.9A
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Chinese (zh)
Inventor
吴云飞
刘雄
许南南
陆远基
牟蓉
刘峰
李科
甘建锋
高正梁
张章
张慧川
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Zhuzhou CRRC Times Electric Co Ltd
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Zhuzhou CRRC Times Electric Co Ltd
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Application filed by Zhuzhou CRRC Times Electric Co Ltd filed Critical Zhuzhou CRRC Times Electric Co Ltd
Priority to CN202110813056.9A priority Critical patent/CN114559918A/en
Publication of CN114559918A publication Critical patent/CN114559918A/en
Pending legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

The application discloses a brake control method, which is applied to each motor car in rail transit vehicles and comprises the following steps: obtaining the braking force demand of the vehicle; judging whether the target braking force corresponding to the braking force demand of the vehicle is larger than the maximum electric braking force of the vehicle; if so, applying actual electric braking force which is the same as the maximum electric braking force of the vehicle, and applying air braking force, wherein the sum of the air braking force and the actual electric braking force is equal to the target braking force; and if not, applying the actual electric braking force which is the same as the target braking force. The application can not be influenced by the reduction of the available adhesion coefficient in rainy and snowy weather, and the electric brake sliding is avoided. The application also discloses a brake control system, a brake control device, a rail transit vehicle and a computer-readable storage medium, which have the beneficial effects.

Description

Brake control method, system and related assembly
Technical Field
The present application relates to the field of rail transit, and in particular, to a brake control method, system, and related components.
Background
At present, urban rail transit vehicles preferentially use electric braking of motor cars under the working conditions of service braking and quick braking, and air braking is supplemented by trailers when the electric braking of the motor cars is insufficient, so that the current braking requirement is met. Taking an urban rail transit vehicle with two motor cars and two trailers as an example, when braking control is carried out, a scheme of preferentially using electric braking of the motor cars is adopted, namely, the braking force requirements of the two motor cars and the single motor cars of the two trailers are firstly obtained and summed, then the braking force requirements of the whole motor cars are equally divided by the two motor cars, and electric braking force is applied. Assuming that the braking force requirements of the two motor cars and the two trailers are both n, if the electric braking capability of the two motor cars is both more than or equal to 2n, the two motor cars are required to provide electric braking force of 2n respectively, otherwise, if the electric braking capability of one motor car is not enough to provide electric braking force of 2n, the motor car provides electric braking force with the maximum capability, and then the trailers supplement air braking to meet the braking force requirements of the whole motor car.
The electric braking capacity of the motor train is determined by the adhesion coefficient and the quality of the single train, the actual adhesion coefficient is reduced due to rain and snow weather, if the scheme of preferentially using the electric braking of the motor train in the prior art is still adopted, the electric braking capacity provided by the motor train may exceed the electric braking capacity corresponding to the actual adhesion coefficient, and when the electric braking capacity applied by the motor train is too large, the electric braking sliding is easy to occur, so that the driving safety of the urban rail transit vehicle is influenced.
Therefore, how to provide a solution to the above technical problem is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The application aims to provide a brake control method, a brake control system, a brake control device, a rail transit vehicle and a computer readable storage medium, which are not affected by the reduction of the available adhesion coefficient in rainy and snowy weather and avoid electric brake sliding.
In order to solve the technical problem, the application provides a brake control method, which is applied to each motor train in a rail transit vehicle, and the brake control method comprises the following steps:
obtaining the braking force demand of the vehicle;
judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle;
if so, applying actual electric braking force which is the same as the maximum electric braking force of the vehicle, and applying air braking force, wherein the sum of the air braking force and the actual electric braking force is equal to the target braking force;
and if not, applying the actual electric braking force which is the same as the target braking force.
Preferably, the process of acquiring the braking force demand of the vehicle includes:
and obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle quality.
Preferably, the process of obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle mass includes:
obtaining the braking force demand of the vehicle according to a first relational expression, wherein the first relational expression is BR＝1.09×p×m；
Wherein, BRAnd p is the current braking level and m is the current vehicle mass for the vehicle braking force demand.
Preferably, the brake control method further includes:
determining the current braking level through a level signal output by a signal system;
or the like, or, alternatively,
and determining the current braking level through the signal of the driver.
Preferably, the brake control method further includes:
judging whether a confirmation signal sent by the man-machine interaction device is received or not;
correspondingly, the process of acquiring the own vehicle braking force demand includes:
and when the confirmation signal is received, acquiring the braking force demand of the vehicle.
Preferably, after the obtaining of the own vehicle braking force demand, the brake control method further includes:
and if the electric brake of the vehicle is cut off, applying the air braking force which is the same as the target braking force.
In order to solve the above technical problem, the present application further provides a brake control system applied to each railcar in a rail transit vehicle, the brake control system including:
the acquisition module is used for acquiring the braking force demand of the vehicle;
the first judgment module is used for judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle;
the control module is used for applying actual electric braking force which is the same as the maximum electric braking force of the vehicle and applying air braking force when the target braking force is larger than the maximum electric braking force of the vehicle, and the sum of the air braking force and the actual electric braking force is equal to the target braking force; the control module is further used for applying an actual electric braking force which is the same as the target braking force when the target braking force is smaller than or equal to the maximum electric braking force of the vehicle.
Preferably, the process of acquiring the braking force demand of the vehicle includes:
and obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle quality.
Preferably, the process of obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle mass includes:
obtaining the braking force demand of the vehicle according to a first relational expression, wherein the first relational expression is BR＝1.09×p×m；
Wherein, BRAnd p is the current braking level and m is the current vehicle mass for the vehicle braking force demand.
Preferably, the brake control system further includes:
and the determining module is used for determining the current braking level through the level signal output by the signal system or determining the current braking level through the signal of the driver.
Preferably, the brake control system further includes:
the second judgment module is used for judging whether a confirmation signal sent by the man-machine interaction device is received or not;
correspondingly, the obtaining module is specifically configured to:
and when the confirmation signal is received, acquiring the braking force demand of the vehicle.
Preferably, the control module is further configured to apply an air braking force equal to the target braking force when the electric brake of the vehicle is turned off.
In order to solve the above technical problem, the present application further provides a brake control apparatus, including:
the braking system is used for acquiring the braking force demand of the vehicle and uploading the braking force demand of the vehicle to the network system; the braking system is further used for applying air braking force when the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle, and the sum of the air braking force and the actual electric braking force fed back by the traction system is equal to the target braking force;
the network system is used for forwarding the braking force demand of the vehicle to a traction system; the network system is also used for forwarding the actual electric braking force fed back by the traction system to the braking system;
and the traction system is used for judging whether the target braking force corresponding to the vehicle braking force demand is larger than the vehicle maximum electric braking force, applying the actual electric braking force which is the same as the vehicle maximum electric braking force and feeding back the actual electric braking force to the network system if the target braking force demand is larger than the vehicle maximum electric braking force, and applying the actual electric braking force which is the same as the target braking force and feeding back the actual electric braking force to the network system if the target braking force demand is not larger than the vehicle maximum electric braking force.
In order to solve the technical problem, the application further provides a rail transit vehicle comprising the brake control device.
To solve the above technical problem, the present application further provides a computer-readable storage medium having a computer program stored thereon, where the computer program is executed by a processor to implement the steps of the braking control method according to any one of the above.
Compared with the prior art, each motor car in the rail transit vehicle only needs to provide the electric braking force corresponding to the braking force demand of the motor car, and the braking force demand of the whole vehicle does not need to be shared, so that the electric braking force required by the motor car is small, and the influence of the reduction of the available adhesion coefficient in rainy and snowy weather is avoided, and the electric braking sliding is avoided. In addition, when the maximum electric braking force that the vehicle can provide is less than the target braking force, it is complemented by the air braking force to meet the vehicle braking force demand, thereby improving the reliability of the brake control. The application also provides a brake control system, a brake control device, a rail transit vehicle and a computer readable storage medium, and the brake control system, the device, the rail transit vehicle and the computer readable storage medium have the same beneficial effects as the brake control method.
Drawings
In order to more clearly illustrate the embodiments of the present application, the drawings needed for the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained by those skilled in the art without inventive effort.
FIG. 1 is a flow chart illustrating the steps of a braking control method provided herein;
FIG. 2 is a schematic diagram of a human-computer interaction interface provided in the present application;
FIG. 3 is another human-computer interface provided by the present application;
FIG. 4 is a schematic illustration of a brake control system according to the present disclosure;
fig. 5 is a schematic structural diagram of a brake control device provided in the present application.
Detailed Description
The core of the application is to provide a brake control method, a system, a device, a rail transit vehicle and a computer readable storage medium, which are not affected by the reduction of the available adhesion coefficient in rainy and snowy weather and avoid electric brake sliding.
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. 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 application.
Referring to fig. 1, fig. 1 is a flowchart illustrating steps of a braking control method provided in the present application, where the braking control method includes:
s101: obtaining the braking force demand of the vehicle;
it is understood that the rail transit vehicles include a motor car and a trailer, and different rail transit vehicles have different grouping forms, such as two-action two-towing, three-action three-towing and the like. The braking force demand of the vehicle in the embodiment specifically refers to the braking force demand of each motor car in the rail transit vehicles.
Specifically, in the braking condition, when the motor vehicle receives a braking command, the braking force demand of the motor vehicle is determined first. As a preferred embodiment, the vehicle braking force demand may be calculated based on the current vehicle mass and the current deceleration, the current brake level being used to provide the deceleration, and an operation of acquiring the current vehicle mass and the current brake level should be included before this step is performed. If the rail transit vehicle is in an ATO (automatic driving mode) mode, the current braking level is determined by a level signal output by the signal system, and if the rail transit vehicle is in a PM (protection manual driving mode), the current braking level is determined by a driver controller signal output by a driver controller.
Specifically, the own-vehicle braking force demand may be calculated from a first relational expression, which is BR1.09 × p × m; wherein, BRAnd p is the current braking level and m is the current vehicle mass. It can be understood that the masses of the single cars of the motor cars in the rail transit vehicle generally do not differ greatly, and the current braking levels corresponding to the cars are the same, so that the braking force requirements of the single cars also do not differ greatly.
S102: judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle or not, if so, executing S103, otherwise, executing S104;
it will be appreciated that the vehicle braking force demand corresponds to a target braking force which may be provided by electric braking and/or air braking of the motor vehicle, wherein the electric braking is provided by the vehicle traction system and the air braking is provided by the vehicle braking system. Firstly, judging whether the target braking force is larger than the maximum electric braking force of the vehicle, namely the maximum electric braking force value of the vehicle, wherein the electric braking force value of the vehicle can be determined according to the adhesion coefficient and the current vehicle mass, in order to reduce the control difficulty and improve the control efficiency, an electric braking envelope curve can be constructed in advance according to the adhesion coefficient and the single vehicle mass, and then the maximum electric braking force of the vehicle can be obtained according to the current single vehicle mass. If the target braking force is greater than the maximum electric braking force of the vehicle, it indicates that the braking force demand of the vehicle cannot be satisfied only by the electric braking force applied by the traction system, and if the target braking force is less than or equal to the maximum electric braking force of the vehicle, it indicates that the traction system of the vehicle can provide the electric braking force satisfying the braking force demand of the vehicle.
S103: applying an actual electric braking force which is the same as the maximum electric braking force of the vehicle, and applying an air braking force, wherein the sum of the air braking force and the actual electric braking force is equal to the target braking force;
specifically, if the target braking force is greater than the maximum electric braking force of the vehicle, it is indicated that the braking force demand of the vehicle cannot be satisfied only by applying the electric braking force by the traction system of the vehicle, and at this time, the braking system of the vehicle should apply the air braking force for supplement, so as to ensure that the sum of the air braking force and the electric braking force is the same as the target braking force. Further, in consideration of the high electric brake response speed, the maximum electric braking force may be applied by the own vehicle traction system, and the air braking force may be supplemented by the own vehicle braking system in accordance with the difference between the maximum electric braking force and the target braking force.
S104: the actual electric braking force is applied as the target braking force.
Referring to the above, since the electric brake response speed is fast, if the target braking force is less than or equal to the maximum electric braking force of the host vehicle, all the braking force required by the host vehicle is provided by the traction system to improve the braking efficiency. In the application, each motor car only needs to provide the electric braking force corresponding to the braking force demand of the motor car, and the braking force demand of the whole motor car does not need to be shared, so that the electric braking force required to be provided by the motor car is smaller than the maximum electric braking force of the motor car, the influence of rain and snow weather is avoided, and the electric braking sliding caused by the reduction of an adhesion system is avoided.
Specifically, the maximum electric braking force B of the vehicleMAXDetermined by the product of the adhesion coefficient y and the current vehicle mass m, i.e. BMAXY × m, target braking force BR1.09 × p × m. Correspondingly, the trailer determines the braking force demand of the trailer according to the current braking level and the current vehicle mass, and applies corresponding air braking force. In rainy and snowy weather, the required values of the adhesion coefficients of all vehicles in the rail transit vehicle are the same during braking, in the braking control process of a small-level position, the dependence on the braking adhesion coefficients of the motor vehicles can be effectively reduced, and the probability of electric braking sliding when any braking level position is selected in rainy and snowy weather is reduced.
In this embodiment, each motor car in the rail transit vehicle only needs to provide the electric braking force corresponding to the braking force demand of the vehicle, and compared with the prior art, because the braking force demand of the vehicle does not need to be shared in the present application, the electric braking force required to be provided by the vehicle is small, and is not affected by the reduction of the available adhesion coefficient in rainy and snowy weather, so that the occurrence of electric braking sliding is avoided. Further, when the maximum electric braking force that the host vehicle can provide is smaller than the target braking force, it is complemented by the air braking force to satisfy the host vehicle braking force demand, thereby improving the reliability of the brake control.
On the basis of the above-described embodiment:
as a preferred embodiment, the brake control method further includes:
judging whether a confirmation signal sent by the man-machine interaction device is received or not;
accordingly, the process of acquiring the braking force demand of the vehicle includes:
and when the confirmation signal is received, acquiring the braking force demand of the vehicle.
Specifically, as shown in fig. 2, a schematic diagram of a human-computer interaction interface of the human-computer interaction device is provided, where a soft button in a rain and snow mode is arranged on the human-computer interaction interface, when the soft button in the rain and snow mode is triggered by a driver, prompt information as shown in fig. 3 can be generated, the driver needs to perform secondary confirmation on the prompt information to avoid false triggering, and when the soft button is confirmed to be triggered, a confirmation signal is generated. And when the motor car receives the confirmation signal, entering a rain and snow braking control mode and starting to execute the operations of S101-S104. It can be understood that under the normal working condition of the non-rain and snow working condition, the rail transit vehicle still carries out the electric brake control according to the priority electric brake mode, and under the rain and snow working condition, the brake control scheme of S101-S104 is executed to reduce the mechanical abrasion of each part in the brake system.
As a preferred embodiment, after acquiring the own-vehicle braking force demand, the brake control method further includes:
if the electric brake of the vehicle is cut off, the same air braking force as the target braking force is applied.
Specifically, under the working condition of rain and snow, if the vehicle still slides in the electric braking mode, the electric braking of the vehicle is cut off, the vehicle is regarded as a trailer, and the braking system provides the required braking force so as to meet the braking force requirement of the vehicle and improve the driving safety.
To sum up, this application increases the soft button of sleet mode at human-computer interaction interface, and the driver presses the soft button in sleet weather, and rail transit vehicle gets into the sleet mode operation. When the electric braking system is used for braking in a rain and snow mode, the electric braking of the motor car is exerted according to the load of the motor car, the air braking of the trailer is exerted according to the load of the trailer, and the braking adhesion coefficients required by the trailer are the same, so that the dependence on the braking adhesion coefficients of the motor car is effectively reduced, and the condition that the electric braking slides in rain and snow weather is reduced.
Referring to fig. 4, fig. 4 is a schematic structural diagram of a brake control system provided in the present application, applied to each railcar of a rail transit vehicle, the brake control system including:
an acquisition module 11 for acquiring a braking force demand of the vehicle;
the first judgment module 12 is used for judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle;
the control module 13 is used for applying actual electric braking force which is the same as the maximum electric braking force of the vehicle when the target braking force is larger than the maximum electric braking force of the vehicle, and applying air braking force, wherein the sum of the air braking force and the actual electric braking force is equal to the target braking force; and the control module 13 is also used for applying the actual electric braking force which is the same as the target braking force when the target braking force is less than or equal to the maximum electric braking force of the vehicle.
Therefore, in the embodiment, each motor car in the rail transit vehicle only needs to provide the electric braking force corresponding to the braking force demand of the vehicle, and compared with the prior art, because the braking force demand of the vehicle does not need to be shared, the electric braking force required by the vehicle is smaller, and the influence of the reduction of the available adhesion coefficient in rainy and snowy weather is avoided, so that the electric braking sliding is avoided. Further, when the maximum electric braking force that the host vehicle can provide is smaller than the target braking force, it is complemented by the air braking force to satisfy the host vehicle braking force demand, thereby improving the reliability of the brake control.
As a preferred embodiment, the process of acquiring the braking force demand of the host vehicle includes:
and obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle quality.
As a preferred embodiment, the process of acquiring the own vehicle braking force demand according to the current braking level and the current own vehicle mass includes:
obtaining the braking force demand of the vehicle according to a first relational expression, wherein the first relational expression is BR＝1.09×p×m；
Wherein, BRAnd p is the current braking level and m is the current vehicle mass.
As a preferred embodiment, the brake control system further includes:
and the determining module is used for determining the current braking level through the level signal output by the signal system or determining the current braking level through the signal of the driver.
As a preferred embodiment, the brake control system further includes:
the second judgment module is used for judging whether a confirmation signal sent by the man-machine interaction device is received or not;
correspondingly, the obtaining module 11 is specifically configured to:
and when the confirmation signal is received, acquiring the braking force demand of the vehicle.
As a preferred embodiment, the control module 13 is further configured to apply an air braking force equal to the target braking force when the electric brake of the vehicle is cut off.
Referring to fig. 5, fig. 5 is a schematic structural diagram of a brake control device provided in the present application, and fig. 5 is a description of a brake control device of only one motor car, and the same applies to other motor cars. The brake control device includes:
the braking system 21 is used for acquiring the braking force demand of the vehicle and uploading the braking force demand of the vehicle to the network system 22; the brake system 21 is also used for applying air brake force when the target brake force corresponding to the vehicle brake force demand is larger than the maximum electric brake force of the vehicle, and the sum of the air brake force and the actual electric brake force fed back by the traction system 23 is equal to the target brake force.
A network system 22 for relaying the own-vehicle braking force demand to a traction system 23; the network system 22 is further used for forwarding the actual electric braking force fed back by the traction system 23 to the brake system 21;
and the traction system 23 is used for judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle, applying the actual electric braking force which is the same as the maximum electric braking force of the vehicle and feeding back the actual electric braking force to the network system 22 if the target braking force is larger than the maximum electric braking force of the vehicle, and applying the actual electric braking force which is the same as the target braking force and feeding back the actual electric braking force to the network system 22 if the target braking force is not larger than the maximum electric braking force of the vehicle.
Specifically, after a driver operates a soft button in a rain and snow mode on a human-computer interaction interface, a human-computer interaction device sends a continuous high level signal to a network system 22 to enter a rain and snow braking control mode, a signal system and a driver controller send a level signal to the network system 22, the network system 22 forwards the level signal to a braking system 21 after receiving the high level signal sent by the human-computer interaction device, the braking system 21 calculates a braking force demand of the vehicle according to the current braking level and the current vehicle quality and uploads the braking force demand of the vehicle to the network system 22, the network system 22 forwards the braking force demand of the vehicle to a traction system 23, the traction system 23 exerts the braking force demand of the vehicle according to the braking force demand of the vehicle and an electric braking envelope curve and feeds back an actual electric braking force to the network system 22, the network system 22 sends the actual electric braking force to the braking system 21, and the braking system 21 supplements an air braking force according to the actual electric braking force exerted by the traction system 23, to meet the braking force demand of the vehicle.
In this embodiment, each motor car in the rail transit vehicle only needs to provide the electric braking force corresponding to the braking force demand of the vehicle, and compared with the prior art, because the braking force demand of the vehicle does not need to be shared in the present application, the electric braking force required to be provided by the vehicle is small, and is not affected by the reduction of the available adhesion coefficient in rainy and snowy weather, so that the occurrence of electric braking sliding is avoided. Further, when the maximum electric braking force that the host vehicle can provide is smaller than the target braking force, it is complemented by the air braking force to satisfy the host vehicle braking force demand, thereby improving the reliability of the brake control.
In another aspect, the present application further provides a rail transit vehicle including the brake control apparatus as described in the above embodiment.
For the introduction of the rail transit vehicle provided by the present application, please refer to the above embodiments, which are not described herein again.
The rail transit vehicle has the same beneficial effects as the braking control method.
In another aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, where the computer program is executed by a processor to implement the steps of the braking control method as described in any one of the above embodiments.
For the introduction of a computer-readable storage medium provided in the present application, please refer to the above embodiments, which are not described herein again.
The present application provides a computer-readable storage medium having the same advantageous effects as the above-described braking control method.
It is further noted that, in the present specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, 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 previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (15)

1. A brake control method applied to each railcar in a rail transit vehicle, the brake control method comprising:
acquiring the braking force demand of the vehicle;
judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle;
if so, applying actual electric braking force which is the same as the maximum electric braking force of the vehicle, and applying air braking force, wherein the sum of the air braking force and the actual electric braking force is equal to the target braking force;
and if not, applying the actual electric braking force which is the same as the target braking force.
2. The brake control method according to claim 1, wherein the process of acquiring the own-vehicle braking force demand includes:
and obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle quality.
3. The brake control method according to claim 2, wherein the process of obtaining the own vehicle braking force demand according to the current brake level and the current own vehicle mass includes:
obtaining the braking force demand of the vehicle according to a first relational expression, wherein the first relational expression is BR＝1.09×p×m；
Wherein, BRAnd p is the current braking level and m is the current vehicle mass for the vehicle braking force demand.
4. The brake control method according to claim 2, characterized by further comprising:
determining the current braking level through a level signal output by a signal system;
or the like, or, alternatively,
and determining the current braking level through the signal of the driver.
5. The brake control method according to claim 1, characterized by further comprising:
judging whether a confirmation signal sent by the man-machine interaction device is received or not;
accordingly, the process of acquiring the own-vehicle braking force demand includes:
and when the confirmation signal is received, acquiring the braking force demand of the vehicle.
6. The brake control method according to any one of claims 1 to 5, characterized in that after the obtaining of the own-vehicle braking force demand, the brake control method further comprises:
and if the electric brake of the vehicle is cut off, applying the air braking force which is the same as the target braking force.
7. A brake control system for each railcar in a rail transit vehicle, the brake control system comprising:
the acquisition module is used for acquiring the braking force demand of the vehicle;
the first judgment module is used for judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle;
the control module is used for applying actual electric braking force which is the same as the maximum electric braking force of the vehicle when the target braking force is larger than the maximum electric braking force of the vehicle and applying air braking force, and the sum of the air braking force and the actual electric braking force is equal to the target braking force; the control module is further used for applying an actual electric braking force which is the same as the target braking force when the target braking force is smaller than or equal to the maximum electric braking force of the vehicle.
8. The brake control system according to claim 7, wherein the process of acquiring the own-vehicle braking force demand includes:
and obtaining the braking force demand of the vehicle according to the current braking level and the current vehicle mass.
9. The brake control system according to claim 8, wherein the process of obtaining the own-vehicle braking force demand according to the current brake level and the current own-vehicle mass includes:
obtaining the braking force demand of the vehicle according to a first relational expression, wherein the first relational expression is BR＝1.09×p×m；
Wherein, BRAnd p is the current braking level and m is the current vehicle mass for the vehicle braking force demand.
10. The brake control system according to claim 8, characterized by further comprising:
and the determining module is used for determining the current braking level through the level signal output by the signal system or determining the current braking level through the signal of the driver.
11. The brake control system according to claim 7, characterized by further comprising:
the second judgment module is used for judging whether a confirmation signal sent by the man-machine interaction device is received or not;
correspondingly, the obtaining module is specifically configured to:
and when the confirmation signal is received, acquiring the braking force demand of the vehicle.
12. The brake control system according to any one of claims 7 to 11, wherein the control module is further configured to apply an air braking force equal to the target braking force when the electric brake of the vehicle is removed.
13. A brake control apparatus, characterized by comprising:
the braking system is used for acquiring the braking force demand of the vehicle and uploading the braking force demand of the vehicle to the network system; the braking system is further used for applying air braking force when the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle, and the sum of the air braking force and the actual electric braking force fed back by the traction system is equal to the target braking force;
the network system is used for forwarding the braking force demand of the vehicle to a traction system; the network system is also used for forwarding the actual electric braking force fed back by the traction system to the braking system;
and the traction system is used for judging whether the target braking force corresponding to the vehicle braking force demand is larger than the maximum electric braking force of the vehicle, applying the actual electric braking force which is the same as the maximum electric braking force of the vehicle and feeding back the actual electric braking force to the network system if the target braking force is larger than the maximum electric braking force of the vehicle, and applying the actual electric braking force which is the same as the target braking force and feeding back the actual electric braking force to the network system if the target braking force is not larger than the maximum electric braking force of the vehicle.
14. A rail transit vehicle comprising a brake control device according to claim 13.
15. A computer-readable storage medium, characterized in that a computer program is stored thereon, which computer program, when being executed by a processor, carries out the steps of the brake control method according to any one of claims 1-6.
CN202110813056.9A 2021-07-19 2021-07-19 Brake control method, system and related assembly Pending CN114559918A (en)

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Application Number Priority Date Filing Date Title
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07170616A (en) * 1993-12-14 1995-07-04 Hitachi Ltd Controller for electric railcar
CN106004851A (en) * 2016-05-19 2016-10-12 中车株洲电力机车有限公司 Air braking force supplement method for urban rail vehicle
CN107741822A (en) * 2017-10-13 2018-02-27 中车青岛四方车辆研究所有限公司 A kind of locomotive networkization braking display screen and control method
CN110435621A (en) * 2019-08-20 2019-11-12 中车青岛四方车辆研究所有限公司 A kind of empty composite braking control method of the electricity of train
CN111252047A (en) * 2020-02-25 2020-06-09 中车株洲电力机车有限公司 Rail vehicle and brake control system thereof

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07170616A (en) * 1993-12-14 1995-07-04 Hitachi Ltd Controller for electric railcar
CN106004851A (en) * 2016-05-19 2016-10-12 中车株洲电力机车有限公司 Air braking force supplement method for urban rail vehicle
CN107741822A (en) * 2017-10-13 2018-02-27 中车青岛四方车辆研究所有限公司 A kind of locomotive networkization braking display screen and control method
CN110435621A (en) * 2019-08-20 2019-11-12 中车青岛四方车辆研究所有限公司 A kind of empty composite braking control method of the electricity of train
CN111252047A (en) * 2020-02-25 2020-06-09 中车株洲电力机车有限公司 Rail vehicle and brake control system thereof

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Application publication date: 20220531