CN115009251B - Rail vehicle brake non-alleviation diagnostic method, system, device and storage medium - Google Patents
Rail vehicle brake non-alleviation diagnostic method, system, device and storage medium Download PDFInfo
- Publication number
- CN115009251B CN115009251B CN202210755234.1A CN202210755234A CN115009251B CN 115009251 B CN115009251 B CN 115009251B CN 202210755234 A CN202210755234 A CN 202210755234A CN 115009251 B CN115009251 B CN 115009251B
- Authority
- CN
- China
- Prior art keywords
- brake
- braking
- alleviation
- vehicle
- cylinder pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- 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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The invention discloses a rail vehicle brake non-alleviation diagnostic method, a system, equipment and a storage medium, wherein the rail vehicle brake non-alleviation diagnostic method comprises the following steps: judging whether braking is not relieved; converting brake cylinder pressure data P into temperature data T of a friction pair through non-alleviation simulation operation when braking is not relieved; and determining the current brake non-release level according to the temperature data T of the friction pair. According to the embodiment of the invention, whether the non-brake relieving condition exists is determined through pre-judging, when the non-brake relieving condition is determined to exist, the brake cylinder pressure data P is converted into temperature data of the friction kinematic pair after the last non-brake relieving process through non-relieving analog operation, then the non-brake relieving is divided into different grades according to the temperature data, when the temperature data is lower, the control of the railway vehicle is not needed, and only when the temperature is higher, the operation of the railway vehicle is controlled.
Description
Technical Field
The invention relates to the technical field of railway vehicle braking control, in particular to a railway vehicle braking non-alleviation diagnosis method, a railway vehicle braking non-alleviation diagnosis system, railway vehicle braking non-alleviation diagnosis equipment and a railway vehicle braking non-alleviation diagnosis storage medium.
Background
The air brake system is one of important systems of the train, and is mainly used for providing friction braking force for the train and ensuring the running safety of the train. The air brake system has a fault diagnosis function, when the brake system breaks down, the normal operation of the train can be influenced, such as braking is not relieved, namely, if a certain bogie air brake is detected to have an application condition when no braking force request exists, the braking is considered to be not relieved, the air brake not-relieved fault is generally defined as a serious fault level, traction can be blocked once the non-relieved fault occurs, the train can not move, and the influence of clearing passengers, late time and the like is generated.
The main consideration points affecting the operation are that if the brake release fault is not removed and the operation is continued, when the temperature is higher, the foundation brake device may generate smoke, and then a certain panic and other adverse effects may be brought to passengers, and when the temperature is continuously too high, irreversible damage may be brought to the foundation brake device of the vehicle. The existing fault grade definition and processing mode mainly considers that under the condition that air braking is not relieved, if long-distance traction is carried out, unacceptable heat capacity of a brake shoe and a wheel is generated, smoke can be generated on the brake shoe/brake shoe, hidden danger is further generated on operation safety, smoke and smell can be generated when the temperature of the brake shoe reaches 300-350 ℃, and even fire can be generated when the heat capacity is too high.
The existing air brake non-alleviation diagnostic method takes brake cylinder pressure (BCP: brake Cylinder Pressure) as a diagnostic target, and combines a certain duration t (usually 4-5 s), namely, if a control unit detects that the brake cylinder pressure is larger than a target value (BCP >0.4 bar) and the time exceeds t1 in the condition of no braking force requirement, the air brake non-alleviation fault is judged to be established, fault information is sent to a Train Control and Management System (TCMS) by an EBCU when the fault is established, and relevant vehicle management is processed and completed by the TCMS.
No diagnosis is made based on the influence source in the existing diagnosis method, and the air brake does not alleviate only one failure level of serious faults. When the BCP pressure is greater than 0.4bar, the brake is considered to be activated, if the duration exceeds 5s, the brake is judged not to be released, and the condition that the residual pressure is slightly greater than 0.4bar or the release time is slightly greater than 5s is frequently encountered in the project, and through relevant test verification, the residual pressure reaches the condition that the fault diagnosis is satisfied when the brake is not released, but the heat capacity is not excessively high, and the vehicle performance is not influenced. Therefore, the diagnosis method for the non-alleviation of the braking in the prior art is rough, cannot effectively reflect the current non-alleviation of the braking emergency, and immediately stops when the non-alleviation of the braking is detected, so that the running efficiency of the railway vehicle is reduced.
Disclosure of Invention
The invention aims to provide a diagnosis method for non-alleviation of braking of a railway vehicle, which solves the defects in the prior art, can more accurately determine the emergency condition of non-alleviation of braking, can correspondingly process the railway vehicle according to different emergency conditions, and can more efficiently realize the running of the railway vehicle.
The invention provides a method for diagnosing brake non-alleviation of a railway vehicle, which comprises the following steps:
judging whether braking is not relieved;
converting brake cylinder pressure data P into temperature data T of a friction pair through non-alleviation simulation operation when braking is not relieved;
and determining the current brake non-release level according to the temperature data T of the friction pair.
Further, "determining the current brake non-alleviation level from the temperature data T of the friction pair" includes:
when T reaches a preset threshold T 1 And the duration exceeds a threshold t 1 In seconds, then air brake mitigation failure level L 1 If so, allowing the vehicle to normally run in the fault level;
when T reaches a preset threshold T 2 Wherein T is 2 >T 1 And the duration exceeds a threshold t 2 In seconds, then air brake mitigation failure level L 2 If so, allowing the vehicle to operate in a degraded mode in the fault level;
when T reaches a preset threshold T 3 Wherein T is 3 >T 2 And the duration exceeds a threshold t 3 In seconds, then air brake mitigation failure level L 3 It is true that the vehicle is not permitted to run in this failure level.
Further, the non-alleviating simulation operation specifically includes the following steps:
calculating deceleration force F according to the brake cylinder pressure data P and the product parameters of foundation braking;
acquiring time t of the non-alleviation process of the previous stage of braking and change Deltav of the train speed in the time t, and calculating heat generated by brake pads in the non-alleviation process of the previous stage of braking;
Q(t)＝ηΔE＝η*F*S＝η*F*Δv*t
wherein eta is the input heat distribution coefficient of the brake disc;
calculating the temperature T of the friction pair after the braking is not relieved:
q(t)＝dQ/Adt＝h*ΔT＝h*(T-T 0 )
wherein A is the friction area, h is the heat exchange coefficient, and DeltaT is the temperature difference of the friction pair, namely the temperature T of the friction pair after the braking does not alleviate the operation and the initial temperature difference T 0 Temperature difference between them.
Further, "calculating the deceleration force F according to the brake cylinder pressure data P and the product parameter of foundation braking" employs the following formula:
F＝F B *μ Bd *n S *r s *i G
F B ＝P*i D +j D
wherein:
F B brake shoe force on each wheel
μ Bd Coefficient of dynamic friction
n S Number of brake discs/tread brake wheels per vehicle
r s Coefficient of friction radius
i G Effective gear transmission coefficient
i D Pressure/coupling coefficient
j D Added value.
Further, "judging whether there is brake non-alleviation" includes the steps of:
acquiring current vehicle V, a vehicle brake level command and brake cylinder pressure data P;
at the current vehicle speed V is greater than V 1 The vehicle brake level is indicative of no braking demand, but the brake cylinder pressure data P is greater than zero, and it is determined that there is no braking relief.
Further, "judging whether there is brake non-alleviation" includes the steps of:
at the current vehicle speed V is greater than V 1 When the vehicle brake level indicates that there is a brake demand, theoretical brake cylinder pressure data P is calculated 0 Whether or not it is zero;
and acquiring actual brake cylinder pressure data P, and when P is not equal to zero, determining that braking is not released.
Further, "calculating whether the theoretical brake cylinder pressure data P0 is zero" includes the steps of:
acquiring a braking level gamma, a vehicle weight m and an equivalent deceleration coefficient omega, and calculating a braking force Ftotal=gamma%/m omega of the whole vehicle;
acquiring electric braking force F d And calculates a control braking force F q ＝F Total (S) -F d The method comprises the steps of carrying out a first treatment on the surface of the At F q Zero, theoretical brake pressure data P 0 Zero.
The invention also discloses a railway vehicle brake control system, which comprises:
the initial judging module is used for judging whether braking is not released or not;
the data conversion module is used for converting the brake cylinder pressure data P into temperature data T of the friction pair through non-alleviation simulation operation when the brake is not released;
and the grade judging module is used for determining the current brake non-release grade according to the temperature data T of the friction pair.
Another embodiment of the present invention also discloses a brake control apparatus for a railway vehicle, which is characterized by comprising:
a memory for storing a computer program;
a processor for executing the computer program to implement the steps of the rail vehicle brake non-mitigating diagnostic method.
Another embodiment of the invention also discloses a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the steps of the rail vehicle brake non-mitigating diagnostic method.
Compared with the prior art, the embodiment of the invention determines whether the brake unreliability condition exists through pre-judging, converts detected brake cylinder pressure data P into temperature data of a friction kinematic pair corresponding to the brake unreliability after the last brake unreliability process through unreliability analog operation when the pre-judging process judges that the brake unreliability exists, then divides the brake unreliability into different grades according to the temperature data, and can not control the railway vehicle when the temperature data is lower, and only control the operation of the railway vehicle when the temperature is higher. On the premise of ensuring the operation safety of the vehicle, the usability of the vehicle is improved, and the influence on the operation of the vehicle is not relieved by reducing the air brake.
Drawings
FIG. 1 is a flow chart of a rail vehicle brake non-mitigation diagnostic method disclosed in an embodiment of the present invention;
FIG. 2 is a schematic diagram of a structure for judging whether brake non-alleviation exists in a method for diagnosing brake non-alleviation of a rail vehicle according to an embodiment of the present invention;
Detailed Description
The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
Embodiments of the invention: as shown in fig. 1, a rail vehicle brake non-alleviation diagnostic method is disclosed, comprising the steps of:
s100: judging whether braking is not relieved;
s200: converting brake cylinder pressure data P into temperature data T of a friction pair through non-alleviation simulation operation when braking is not relieved;
s300: and determining the current brake non-release level according to the temperature data T of the friction pair.
In this embodiment, whether the brake unreliability condition exists is determined through pre-determination, when the pre-determination process determines that the brake unreliability exists, the detected brake cylinder pressure data P is converted into temperature data of a friction kinematic pair corresponding to the brake unreliability after the previous brake unreliability process through unreliability analog operation, then the brake unreliability is divided into different grades according to the temperature data, when the temperature data is relatively low, the control of the railway vehicle is not required, and only when the temperature is relatively high, the operation of the railway vehicle is controlled. On the premise of ensuring the operation safety of the vehicle, the usability of the vehicle is improved, and the influence on the operation of the vehicle is not relieved by reducing the air brake.
Specifically, "determining the current brake non-alleviation level according to the temperature data T of the friction pair" includes:
when T reaches a preset threshold T 1 And the duration exceeds a threshold t 1 In seconds, then air brake mitigation failure level L 1 If so, allowing the vehicle to normally run in the fault level; since the preset threshold T1 is lower in set value, that is, the heat generated by friction is smaller, the influence on the running of the vehicle can be ignored, and the fault relief level L1 is defined as "normal running of the vehicle is allowed";
when T reaches a preset threshold T 2 Wherein T is 2 >T 1 And the duration exceeds a threshold t 2 In seconds, then air brake mitigation failure level L 2 If so, allowing the vehicle to operate in a degraded mode in the fault level; preset threshold L 2 The set value is high but acceptable, part of functions of the brake control unit may be failed and not reset by itself within a certain time, and the fault level L2 is defined as 'allowing the vehicle to operate in a degraded mode';
when T reaches a preset threshold T 3 Wherein T is 3 >T 2 And the duration exceeds a threshold t 3 In seconds, then air brake mitigation failure level L 3 If so, not allowing the vehicle to run in the fault level;
because the preset threshold T3 is larger, that is, the temperature of the friction pair is relatively higher when the fault occurs, the possibility that smoke and the like occur to influence the operation exists, and the driver should take necessary corrective measures when the fault level L3 is established.
The three different braking failure-relieving grades are arranged in the embodiment, so that the current braking failure-relieving situation can be better reflected, and the control of the railway vehicle is more accurately realized. It should be noted that the above diagnosis processes are all operated and diagnosed in units of objects controlled by a single control unit, that is, in units of a bogie or a bicycle. Each bicycle or unit is provided with a corresponding sub-EBCU for monitoring, a train comprises a plurality of sub-EBCUs, the sub-EBCUs transmit monitoring data to a main EBCU, and the main EBCUs transmit results to a train management system TCMS system through a bus after judging.
The non-alleviating simulation operation in this embodiment specifically includes the following steps:
s201: calculating deceleration force F according to the brake cylinder pressure data P and the product parameters of foundation braking; according to the detected brake cylinder pressure data P and the basic brake product parameters, when no alleviation occurs, corresponding deceleration force F and corresponding energy are calculated according to the residual brake cylinder pressure P;
s202: acquiring time t of the non-alleviation process of the previous stage of braking and change Deltav of the train speed in the time t, and calculating heat generated by brake pads in the non-alleviation process of the previous stage of braking;
Q(t)＝ηΔE＝η*F*S＝η*F*Δv*t
wherein eta is the input heat distribution coefficient of the brake disc;
s203: the temperature T of the friction pair after the braking is not relieved and operated is calculated by adopting the following formula, and the temperature after the braking is not relieved is calculated based on the braking energy Q (T), the boundary condition heat flow density Q (T) (heating coefficient) and the heat exchange coefficient h:
q(t)＝dQ/Adt＝h*ΔT＝h*(T-T 0 )
wherein A is the friction area, h is the heat exchange coefficient, and DeltaT is the temperature difference of the friction pair, namely the temperature T of the friction pair after the braking does not alleviate the operation and the initial temperature difference T 0 A temperature difference therebetween;
converted braking does not alleviate temperature t= [ (dQ/Adt)/h of friction pair after operation]+T 0
Specific "S201: the deceleration force F' is calculated according to the brake cylinder pressure data P and the product parameters of foundation braking by adopting the following formula:
F＝F B *μ Bd *n S *r s *i G
F B ＝P*i D +j D
wherein:
F B brake shoe force on each wheel
μ Bd Coefficient of dynamic friction
n S Number of brake discs/tread brake wheels per vehicle
r s Coefficient of friction radius
i G Effective gear transmission coefficient
i D Pressure/coupling coefficient
j D Added value.
In the braking process of the train, the heat transfer process of friction heat generation of the brake disc and the brake pad belongs to transient heat transfer, and the temperature distribution of the whole system at each moment can be obtained in a transient heat analysis result, and the temperature distribution of a certain point in the whole transient process can also be obtained.
During braking, the temperature rise of the brake disc depends on heat dissipation and heat transfer cooling at friction heat, ventilation ribs and the like when the brake pad acts, in boundary conditions, the magnitude of heat flow density q (t) (namely, heat input on the friction surface of the brake disc during braking) and the magnitude of a heat convection coefficient h (namely, heat exchange between the brake disc and surrounding air) are taken as input conditions required by operation, other input conditions such as braking force and speed are taken as input conditions required by operation, the temperature of a friction pair under the current working condition is calculated when the operation conditions are met (part of coefficients are required to be determined in the debugging process), and the information such as braking failure level, highest temperature and braking energy is output according to comparison between the calculated result and a preset critical value.
The "judging whether there is brake non-alleviation" has two cases, as shown in fig. 2, in which the first case is that there is data of brake cylinder pressure when there is no brake command, this case corresponds to travel with brake during running of the vehicle, and the specific method for judging whether there is brake non-alleviation in this process includes the steps of:
acquiring current vehicle V, a vehicle brake level command and brake cylinder pressure data P;
at the current vehicle speed V is greater than V 1 The vehicle brake level indicates no braking demand, but the brake cylinder pressure data P is greater than zero, and it is determined that there is no braking alleviation.
In the present practiceIn examples V 1 The speed of the vehicle is 1km/h, namely, the current speed of the vehicle is higher, which indicates that the vehicle is in the normal running process, and the vehicle braking level obtained from the TCMS is 0, namely, the current whole vehicle has no braking force requirement, and the processing unit of the EBCU system detects that the pressure data of the actual brake cylinder pressure P of a certain bogie is not zero.
The speed V is obtained by a speed sensor, the speed sensor is used for obtaining the speed of each shaft, the reference speed V is selected based on the effective number of the CAN units, the reference speed V is the shaft speed of the lowest shaft in the CAN units in the traction state, and the reference speed V is the shaft speed of the highest shaft in the CAN units in the braking state.
The second situation is when the rail train has a braking demand, but since the braking of the rail train consists of two parts, one part being the electric braking part and one part being the air braking part, the prior art generally does not activate the air braking part when the electric braking part is able to complete the braking completely independently. Thus, there is another braking unrelieved situation in which the vehicle braking force can be satisfied only by the electric braking section when the vehicle braking level obtained from the TCMS is not 0, and therefore the air braking section does not normally participate in braking during this process, but when there is braking unrelieved, the air braking section also participates in braking during which the brake cylinder pressure data is not zero.
Thus, in the second case, "judging whether there is brake non-alleviation" specifically includes the steps of:
at the current vehicle speed V is greater than V 1 When the vehicle brake level indicates that there is a brake demand, theoretical brake cylinder pressure data P is calculated 0 Whether or not it is zero; in this step, since the vehicle braking indicates a braking demand, it is necessary to determine whether the braking demand requires air braking, i.e., theoretically calculate the brake cylinder pressure data P 0 Whether or not it is zero, if P is calculated theoretically 0 Zero indicates no air brake engagement, if the theoretically calculated P 0 A non-zero indicates that air brake engagement is required.
In calculating theoretical brake cylinder pressure data P 0 After that, the actual brake cylinder pressure data P is obtained, if P 0 A zero actual monitored brake cylinder pressure data P is not zero, which means that the air brake is engaged in the braking process in a process in which the air brake engagement is not required, and it can thus be determined that there is no brake alleviation.
Specifically, the "calculation of whether the theoretical brake cylinder pressure data P0 is zero" includes the steps of:
acquiring a braking level gamma, a vehicle weight m and an equivalent deceleration coefficient omega, and calculating a braking force Ftotal=gamma%/m omega of the whole vehicle;
acquiring electric braking force F d And calculates a control braking force F q ＝F Total (S) -F d The method comprises the steps of carrying out a first treatment on the surface of the At F q Zero, theoretical brake pressure data P 0 Zero.
It should be noted that, the brake level is sent from the TCMS to the master EBCU through the MVB or other train bus, and receives signals such as a braking mode and a traction mode from the TCMS, and the master EBCU performs braking non-alleviation diagnosis, and simultaneously sends fault information to the TCMS through the train bus.
The air spring pressure sensor is used for reading the air spring pressure ASP of the train and calculating the corresponding train weight m according to the ASP pressure.
The main EBCU calculates and distributes the braking force of the whole vehicle according to the magnitude of the braking level and the vehicle weight m, the braking force Ftotal=gamma% -m omega of the whole vehicle, the air braking force Fq=Ftotal-Fd, the air braking force Fq is calculated by the main EBCU, wherein Fd electricity is electric braking force, provided by a traction system and forwarded to the main EBCU by the TCMS.
The main EBCU converts the air braking force F into the target brake cylinder pressure P to be output 0 And the target brake cylinder pressure information is distributed and sent to the sub-EBCU through the CAN network, and the sub-EBCU acts and adjusts according to the received target brake cylinder pressure.
The EBCU or IMOS processing unit calculates the temperature after the brake non-alleviating time period t, the operation process is integrated into the EBCU/IMOS processing, the main input conditions and the output results are as follows, wherein, the braking force command gamma, the speed V, the weight m and the time t are calculated by the brakeThe control unit system collects, the ambient temperature is set by a preset value, and the initial temperature T 0 The temperature is calculated for the surface of the basic braking friction pair at the beginning of each braking, and the heating coefficient q (t) and the convection heat transfer coefficient h are calculated in the system and adjusted according to the debugging result of the first train.
Further, when the detected speed V is a non-zero speed, i.e. during vehicle operation, if the braking force command is valid, the operation of the "over temperature alert" starts to be performed, if the braking force command and the braking force are always present and the duration is long, or the braking interval is short, the corresponding friction pair surface temperature will continue to rise without sufficient cooling time, and when the calculated friction pair temperature value Tt is greater than the preset temperature threshold Tmax and the duration exceeds the threshold t4 seconds, the system may send the "over temperature alert".
Another embodiment of the present invention also discloses a rail vehicle brake control system, comprising:
the initial judging module is used for judging whether braking is not released or not;
the data conversion module is used for converting the brake cylinder pressure data P into temperature data T of the friction pair through non-alleviation simulation operation when the brake is not released;
and the grade judging module is used for determining the current brake non-release grade according to the temperature data T of the friction pair.
Another embodiment of the present invention also discloses a brake control apparatus for a railway vehicle, including:
a memory for storing a computer program;
a processor for executing the computer program to implement the steps of the rail vehicle brake non-mitigating diagnostic method.
Another embodiment of the invention also discloses a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the steps of the rail vehicle brake non-mitigating diagnostic method.
While the foregoing is directed to embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow.
Claims (9)
1. A rail vehicle brake non-alleviation diagnostic method, comprising the steps of:
judging whether braking is not relieved;
converting brake cylinder pressure data P into temperature data T of a friction pair through non-alleviation simulation operation when braking is not relieved;
determining the current brake non-release level according to the temperature data T of the friction pair;
the non-alleviating simulation operation specifically comprises the following steps:
calculating deceleration force F according to the brake cylinder pressure data P and the product parameters of foundation braking;
acquiring time t of the non-alleviation process of the previous stage of braking and change Deltav of the train speed in the time t, and calculating heat generated by brake pads in the non-alleviation process of the previous stage of braking;
Q（t）=ηΔE=η*F*S=η*F*Δv*t
wherein eta is the input heat distribution coefficient of the brake disc;
calculating the temperature T of the friction pair after the braking is not relieved:
q(t)=dQ/Adt=h*ΔT= h*（T-T0）
wherein A is the friction area, h is the heat exchange coefficient, deltaT is the temperature difference of the friction pair, namely the temperature difference between the temperature T of the friction pair and the initial temperature difference T0 after the braking is not relieved, Q (T) is the braking energy, and Q (T) is the boundary condition heat flux density.
2. The rail vehicle brake non-alleviation diagnostic method of claim 1, wherein: the "determining the current brake non-release level from the temperature data T of the friction pair" includes:
when T reaches a preset threshold T 1 And the duration exceeds a threshold t 1 In seconds, then air brake mitigation failure level L 1 If so, allowing the vehicle to normally run in the fault level;
when T reaches a preset threshold T 2 Wherein T is 2 >T 1 And the duration exceeds a threshold t 2 In seconds, then air brake mitigation failure level L 2 If so, allowing the vehicle to operate in a degraded mode in the fault level;
when T reaches a preset threshold T 3 Wherein T is 3 >T 2 And the duration exceeds a threshold t 3 In seconds, then air brake mitigation failure level L 3 It is true that the vehicle is not permitted to run in this failure level.
3. The rail vehicle brake non-alleviation diagnostic method of claim 1, wherein: the deceleration force F is calculated according to the brake cylinder pressure data P and the product parameters of foundation braking, and the following formula is adopted:
F = F B *µ Bd *n S *r s *i G
F B = P*i D + j D
wherein:
F B brake shoe force on each wheel
µ Bd Coefficient of dynamic friction
n S Number of brake discs/tread brake wheels per vehicle
r s Coefficient of friction radius
i G Effective gear transmission coefficient
i D Pressure/coupling coefficient
j D Added value.
4. The rail vehicle brake non-alleviation diagnostic method of claim 1, wherein: the "judging whether there is brake non-alleviation" includes the steps of:
acquiring the current vehicle speed V, a vehicle braking level command and brake cylinder pressure data P;
at the current vehicle speed V is greater than V 1 The vehicle brake level indicates no braking demand, but the brake cylinder pressure data P is greater than zero, and it is determined that there is no braking alleviation.
5. The rail vehicle brake non-alleviation diagnostic method of claim 1, wherein: the "judging whether there is brake non-alleviation" includes the steps of:
at the current vehicle speed V is greater than V 1 When the vehicle brake level indicates that there is a brake demand, theoretical brake cylinder pressure data P is calculated 0 Whether or not it is zero;
and acquiring actual brake cylinder pressure data P, and when P is not equal to zero, determining that braking is not released.
6. The rail vehicle brake non-alleviation diagnostic method of claim 5, wherein:
the "calculation of whether the theoretical brake cylinder pressure data P0 is zero" includes the steps of:
acquiring a braking level gamma, a vehicle weight m and an equivalent deceleration coefficient omega, and calculating the braking force F of the whole vehicle Total (S) =γ%* m*Ω；
Acquiring electric braking force F d And calculates a control braking force F q =F Total (S) -F d The method comprises the steps of carrying out a first treatment on the surface of the At F q Zero, theoretical brake pressure data P 0 Zero.
7. A rail vehicle brake control system, characterized in that the rail vehicle brake non-alleviation diagnostic method according to any one of the claims 1-6 is employed.
8. A railway vehicle brake control apparatus, characterized by comprising:
a memory for storing a computer program;
a processor for executing the computer program to implement the steps of the rail vehicle brake non-mitigating diagnostic method of any one of claims 1 to 6.
9. A computer readable storage medium, characterized in that it has stored thereon a computer program which, when executed by a processor, implements the steps of the rail vehicle brake non-alleviation diagnostic method of any one of the claims 1-6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210755234.1A CN115009251B (en) | 2022-06-29 | 2022-06-29 | Rail vehicle brake non-alleviation diagnostic method, system, device and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210755234.1A CN115009251B (en) | 2022-06-29 | 2022-06-29 | Rail vehicle brake non-alleviation diagnostic method, system, device and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115009251A CN115009251A (en) | 2022-09-06 |
| CN115009251B true CN115009251B (en) | 2023-08-22 |
Family
ID=83078619
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210755234.1A Active CN115009251B (en) | 2022-06-29 | 2022-06-29 | Rail vehicle brake non-alleviation diagnostic method, system, device and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115009251B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115675386B (en) * | 2022-10-27 | 2023-11-17 | 克诺尔车辆设备(苏州)有限公司 | Cooling control method and control system for railway vehicle braking system |
| CN117818565A (en) * | 2024-03-04 | 2024-04-05 | 克诺尔车辆设备(苏州)有限公司 | Rail vehicle friction pair detection method and device and computer storage medium |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016199064A (en) * | 2015-04-07 | 2016-12-01 | 川崎重工業株式会社 | Device for detecting brake abnormality of railway vehicle |
| WO2019123556A1 (en) * | 2017-12-20 | 2019-06-27 | 三菱電機株式会社 | Railroad car brake control device and railroad car brake control method |
| CN110901624A (en) * | 2019-12-06 | 2020-03-24 | 中车株洲电力机车有限公司 | Friction braking fault detection method and device, readable storage medium and controller |
| CN111976672A (en) * | 2020-08-19 | 2020-11-24 | 中车株洲电力机车有限公司 | Dynamic vehicle control method and system under fault of railway vehicle brake mitigation |
| CN114043976A (en) * | 2021-11-29 | 2022-02-15 | 交控科技股份有限公司 | Method and system for continuously hanging rail vehicle and method for calculating continuously hanging brake point |
-
2022
- 2022-06-29 CN CN202210755234.1A patent/CN115009251B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016199064A (en) * | 2015-04-07 | 2016-12-01 | 川崎重工業株式会社 | Device for detecting brake abnormality of railway vehicle |
| WO2019123556A1 (en) * | 2017-12-20 | 2019-06-27 | 三菱電機株式会社 | Railroad car brake control device and railroad car brake control method |
| CN110901624A (en) * | 2019-12-06 | 2020-03-24 | 中车株洲电力机车有限公司 | Friction braking fault detection method and device, readable storage medium and controller |
| CN111976672A (en) * | 2020-08-19 | 2020-11-24 | 中车株洲电力机车有限公司 | Dynamic vehicle control method and system under fault of railway vehicle brake mitigation |
| CN114043976A (en) * | 2021-11-29 | 2022-02-15 | 交控科技股份有限公司 | Method and system for continuously hanging rail vehicle and method for calculating continuously hanging brake point |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115009251A (en) | 2022-09-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN115009251B (en) | Rail vehicle brake non-alleviation diagnostic method, system, device and storage medium | |
| US8577522B2 (en) | Method for monitoring at least one system parameter which influences the operating behaviour of vehicles or trains of vehicles | |
| US10023159B2 (en) | Method of managing the braking of an aircraft, and a corresponding braking system | |
| WO2019095699A1 (en) | Rail train brake control system and train | |
| AU2007233228B2 (en) | Distributed power train operation responsive to an unexpected brake pipe fluid flow condition | |
| RU2564461C2 (en) | Control over railway vehicle friction brake system provided with antiskid gear | |
| JP6261521B2 (en) | Method for controlling a drive and braking device of a vehicle with a friction brake | |
| CN106740772A (en) | The braking method of wheel of vehicle, apparatus and system | |
| JP4540932B2 (en) | Service brake including friction coupling located in the vehicle and method for readjusting friction coupling in the vehicle | |
| CN106004851A (en) | Air braking force supplement method for urban rail vehicle | |
| US20140222307A1 (en) | Method for Tightening an Electromechanical Brake, and Electromechanical Brake | |
| WO2001049543A1 (en) | Railroad brake pipe overcharge and separation detection system | |
| RU2766912C2 (en) | System for controlling working and emergency braking for at least one railway vehicle | |
| CN107672580A (en) | A kind of the automobile long dynamic monitoring of down hill braking efficiency, warning system and method | |
| CN116888022A (en) | Method and device for monitoring and influencing the thermal state of a friction brake system of a rail vehicle | |
| AU2002236652A1 (en) | Feed valve and reference pressure enhancement | |
| US6739675B1 (en) | Brake effort monitor | |
| EP2623361A1 (en) | Brake control apparatus for vehicle, and brake control apparatus for multi-car train | |
| CN114261378B (en) | Urban rail train, braking force management method and system thereof and EBCU (electronic brake Unit) | |
| CN115158398B (en) | Architecture implementation method based on traction braking fusion control system | |
| CN115771497B (en) | Brake heat fading compensation control method based on brake pressure control | |
| CA2152739C (en) | Proportional polarity shift wheel slide protection | |
| CN114715091A (en) | Subway vehicle braking system optimization method | |
| WO2022037298A1 (en) | Rail vehicle electromechanical braking system and rail vehicle electromechanical braking force control method | |
| TWI793117B (en) | Brake control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |