CN115027435B - Urban rail vehicle and electric-pneumatic hybrid brake control method and system thereof - Google Patents
Urban rail vehicle and electric-pneumatic hybrid brake control method and system thereof Download PDFInfo
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- CN115027435B CN115027435B CN202210490846.2A CN202210490846A CN115027435B CN 115027435 B CN115027435 B CN 115027435B CN 202210490846 A CN202210490846 A CN 202210490846A CN 115027435 B CN115027435 B CN 115027435B
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- braking force
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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
- B60T13/10—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
- B60T13/58—Combined or convertible systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes
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- 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
Abstract
The invention discloses an urban rail vehicle and an electric-pneumatic hybrid brake control method and system thereof, wherein when a brake system receives a brake instruction, the first time is delayed to judge whether an actual value of electric braking force is normal, if so, the electric braking force is set as an electric braking capacity value, after the second time is delayed, whether the actual value of electric braking meets the total braking force requirement is judged, if so, air braking force is not supplemented, and if not, air braking force is supplemented; if the actual value of the electric braking force is abnormal, the air braking force is supplemented. The invention can avoid the problem of frequent air supplement of air brake, ensure that the total braking force of the train is not lost, greatly improve the running safety of the train, furthest utilize the electric braking force and improve the braking performance of the train.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to an urban rail vehicle and an electric-air hybrid brake control method and system thereof.
Background
Urban rail vehicles are typically equipped with two sets of brake systems, one set being an electric brake system and one set being an air brake system. In order to save energy and protect environment to the greatest extent and reduce the abrasion of brake shoes, the design principle of the urban rail vehicle braking system is as follows: under the condition that the electric brake can meet the total braking force requirement, the electric brake is fully utilized, and unnecessary application of the air brake is avoided as much as possible.
Because of the inherent response time of electric brake application, items will default to the electric brake capacity value within a certain time t after the brake system receives a brake command, and ignore the electric brake actual value, so as to avoid the application of air brake as much as possible, but such a control scheme has the following problems:
1) If the electric braking capability is abnormal, the electric braking force cannot meet the requirement of the total braking force, and the air braking system still waits for time t to be applied at the moment, so that the total braking force of the train is lost, and the driving safety is affected.
2) It is difficult to take the appropriate value for time t, and if the time is too short (e.g.,. Ltoreq.1.5 s) and the electric brake may not be established within time t, then the unnecessary application of the air brake is not circumvented. If the time is too long (for example > 1.5 s), if the electric braking is problematic, the air braking is not supplemented in time, and the total braking force of the train is lost.
It can be seen that the existing electric-air hybrid brake control method of the urban rail vehicle has defects, the control logic is too single, and the problem of frequent air supplement or total braking force loss exists.
Various schemes upon receiving a braking command are set forth in detail below:
1) The conventional scheme is as follows:
when the brake control unit receives a brake command, the electric braking force is used preferentially in principle, and the insufficient part is supplemented by the air braking force, so that the brake control unit supplements the air braking according to the difference between the calculated total braking force and the actually exerted electric braking force.
That is: f (F) p =F Total -F e ；
F p Is an air braking force which needs to be supplemented; f (F) Total Is the calculated total braking force; f (F) e Is the actual electric braking force.
The problems with the conventional scheme are as follows: since the establishment of the electric braking force objectively requires a certain time and takes into account the impact rate, its establishment time t required in urban rail vehicle projects 0 About 1.5 to 2 seconds; then, at t where the electric braking force is established 0 In the process, the brake control unit controls the brake according to F p =F Total -F e Supplementing the air braking force at t 0 After that, the air braking force is cancelled due to the establishment of the electric braking force. This results in unnecessary replenishment of the air brake force during each brake application, frequent replenishment of the air brake force being contrary to the concept of preferential utilization of the electric brake, shortening the service life of the brake solenoid valve, and also bringing about abnormal wear to the brake friction pair.
2) Existing optimization schemes (e.g., CN 201910769062.1):
taking into account electricityInherent characteristics of braking force build-up (t is required 0 Time), not insufficient in the electric brake itself, in order to avoid a time (t 0 ) Internal supplementary air brake, brake control unit at t 0 Ignoring the actually-exerted electric braking force F in time e Whereas the default electric braking force is its theoretical capacity value F e0 Calculating; at t 0 After the time, the actual electric braking force F is adopted e . Thus, at t where the electric braking force is established 0 In time, the brake control unit does not supplement the air brake, thereby avoiding frequent and unnecessary supplement of the air brake.
This solution, while solving the frequent air-make-up problem of air braking, at the same time brings another problem, as mentioned above, at t 0 During the time, the braking control unit ignores the actually exerted electric braking force F e Whereas the default electric braking force is its theoretical capacity value F e0 If the electric braking force is actually not normally established or the electric braking force is lost at the moment, the brake control unit only can control the brake at t 0 After a time according to the actually exerted electric braking force F e Supplementary air brake, at t 0 And is always in a waiting state within the time. Thus, the loss of the total braking force is brought, and the running safety of the train is not facilitated.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides the urban rail vehicle and the electric-pneumatic hybrid brake control method and system thereof, which not only can avoid the problem of frequent air supplement of air brake, but also can ensure that the total braking force of the train is not lost, thereby greatly improving the safety of the train.
In order to solve the technical problems, the invention adopts the following technical scheme: an electric-air hybrid brake control method for urban rail vehicles comprises the following steps:
when the braking system receives a braking order, the first time is delayed,
judging whether the actual value of the electric braking force is normal, if so, setting the electric braking force as the electric braking capability value, and after a second time delay, judging whether the actual value of the electric braking force meets the total braking force requirement, if so, not supplementing the air braking force, and if not, supplementing the air braking force; if the actual value of the electric braking force is abnormal, the air braking force is supplemented.
The invention monitors the actual value of the electric braking force after the time delay t1 (first time), can pre-judge the electric braking capability in advance, avoid blindly waiting for the establishment of the electric braking force under the abnormal condition of the electric braking, and furthest reduce the loss of the total braking force; waiting for the complete establishment of the electric brake under the condition of normal electric brake capability, avoiding frequent abnormal replenishment of the air brake and maximally utilizing the electric brake force. Therefore, the method of the invention not only can avoid the problem of frequent air supplement of air brake, but also can ensure that the total braking force of the train is not lost, thereby greatly improving the running safety of the train.
In order to prevent the train from being excessively fluctuated, the electric braking force is established in a design way according to a certain slope. Therefore, the method for judging whether the actual value of the electric braking force is normal or not comprises the following steps: if the rising slope of the actual value of the electric braking force is normal, judging that the actual value of the electric braking force is normal; wherein, the normal rising slope means that the rising slope is greater than a set threshold.
In the invention, the set threshold value is 0.5m/s 3 。
In the invention, under the situation that the reliability requirement is not too high, whether the electric braking force is normal or not can be judged according to the following mode: when the braking system receives a command that the electric braking force sent by the traction control unit is normal, judging that the actual value of the electric braking force is normal; when the braking system receives an instruction of abnormality of the electric braking force sent by the traction control unit, it is determined that the actual value of the electric braking force is abnormal.
In order to further ensure the braking performance of the train, the specific implementation process of the supplementary air braking force comprises the following steps: calculating a difference between the total braking force and the actual value of the electric braking force; and supplementing air braking force according to the difference value.
As an inventive concept, the present invention also provides an electric-pneumatic hybrid brake control system for a urban rail vehicle, comprising:
the TCMS system is used for sending the total braking force to the braking control unit in real time;
the braking control unit is used for receiving the braking instruction, delaying a first time when the braking instruction is received, judging whether the actual value of the electric braking force is normal, setting the electric braking force as the electric braking capability value if the actual value of the electric braking force is normal, judging whether the actual value of the electric braking force meets the total braking force requirement after delaying a second time, if so, not supplementing the air braking force, and if not, supplementing the air braking force; if the actual value of the electric braking force is abnormal, the air braking force is supplemented.
In the invention, the brake control unit judges whether the rising slope of the actual value of the electric braking force is normal, if so, the actual value of the electric braking force is judged to be normal; wherein, the normal rising slope means that the rising slope is greater than a set threshold.
The braking control system of the invention also comprises a traction control unit, wherein the traction control unit is used for sending an instruction whether the electric braking force is normal or not to the braking control unit; when the braking control unit receives a command that the electric braking force sent by the traction control unit is normal, judging that the actual value of the electric braking force is normal; when the braking control unit receives the command of abnormality of the electric braking force sent by the traction control unit, it is determined that the actual value of the electric braking force is abnormal.
In the invention, the specific implementation process of the air braking force supplement of the braking control unit comprises the following steps: calculating a difference between the total braking force and the actual value of the electric braking force; and supplementing air braking force according to the difference value.
The invention also provides a rail transit vehicle which adopts the brake control system.
Compared with the prior art, the invention has the following beneficial effects: the invention can avoid the problem of frequent air supplement of air brake, ensure that the total braking force of the train is not lost, greatly improve the running safety of the train, furthest utilize the electric braking force and improve the braking performance of the train.
Drawings
Fig. 1 is a flowchart of a brake control method according to embodiment 1 of the present invention.
Detailed Description
In the embodiment of the invention, the braking system monitors the actual value of the electric braking force in real time and judges whether the electric braking capability is normal or not, so as to make a decision whether the air braking is supplemented or not. If the electric braking force rises according to the normal slope, the electric braking capability is considered to be normal, and the air braking waits for the electric braking force to be established without being immediately supplemented; if the rising slope of the electric braking force is abnormal, the electric braking capability is judged to be abnormal, and the air braking supplements insufficient braking force in real time according to the actual value of the electric braking force.
As shown in fig. 1, in embodiment 1 of the present invention, the braking control process in the electric-air hybrid mode of the urban rail vehicle is as follows:
when the train receives a braking command under a braking working condition, the inherent response delay of electric braking is considered, and the delay first time t1 (the range of the value of t1 is 0.5 s-1.0 s). The air brake system then makes the following determination:
1) If the rising slope of the actual value of the electric braking force is normal (alpha is more than or equal to 0.5 m/s) 3 ) The air brake system continues to wait for electric brake establishment with the electric brake capability value as a default value (electric brake force is set to electric brake capability value) without immediately applying the air brake. And (3) delaying a second time t2 (the value range of t2 is 2 s-2.5 s), namely judging whether the actual electric braking value meets the total braking force requirement after the time t 2.
In the embodiment of the invention, whether the electric brake actual value meets the total braking force requirement is judged, namely whether the electric brake actual value is not smaller than the total braking force required by the train is judged, and if not smaller, the electric brake actual value is considered to meet the total braking force requirement; otherwise, the electric brake actual value is deemed not to meet the total braking force demand.
When the electric brake actual value meets the total braking force demand, no supplemental air braking force is required.
When the electric brake actual value does not meet the total braking force demand, the air brake is supplemented.
2) If the rising slope of the actual value of the electric braking force is abnormal (alpha < 0.5 m/s) 3 ) The air brake is supplemented.
In one embodiment of the invention, the air brake may be supplemented as follows: calculating a difference between the total braking force and the actual value of the electric braking force; and supplementing the required air braking force according to the difference value.
After supplementing the air braking force, the sum of the air braking force and the electric braking actual value meets the total braking force requirement.
The actual value of the electric braking force is monitored after the first time t1 is delayed, the electric braking capability can be prejudged in advance, and the situation that the electric braking force is blindly waited for to be built under the abnormal condition of the electric braking is avoided, so that the time t1 can be set as small as possible (for example, 0.5 s-1.0 s), and the loss of the total braking force is reduced to the greatest extent.
The second time t2 can be set as large as possible (for example, 2.0 s-2.5 s), and the electric braking is waited to be completely established under the condition of normal electric braking capability, so that frequent abnormal replenishment of air braking is avoided, and the electric braking force is utilized to the greatest extent.
In embodiment 1 of the present invention, the definition of the rising slope α and the time periods t1 and t2 are only examples, and can be adjusted according to the specific project situation.
In embodiment 2 of the present invention, the brake control system includes a TCMS system, a brake control unit, and a traction control system.
The TCMS system sends the total braking force to the braking control unit in real time;
after receiving a braking instruction, the braking control unit delays a first time to judge whether the actual value of the electric braking force is normal, if so, the electric braking force is set to be the electric braking capacity value, and after delaying a second time, the braking control unit judges whether the actual value of the electric braking force meets the total braking force requirement, if so, the air braking force is not supplemented, and if not, the air braking force is supplemented; if the actual value of the electric braking force is abnormal, the air braking force is supplemented.
The traction control unit sends an instruction whether the electric braking force is normal or not to the braking control unit; when the braking control unit receives a command that the electric braking force sent by the traction control unit is normal, judging that the actual value of the electric braking force is normal; when the braking control unit receives the command of abnormality of the electric braking force sent by the traction control unit, it is determined that the actual value of the electric braking force is abnormal.
The brake control unit may also determine whether the electric brake force actual value is normal based on whether the rising slope of the electric brake force actual value is normal. When the rising slope is normal, the electric brake actual value is normal, otherwise, the electric brake actual value is abnormal. The normal rising slope means that the rising slope is greater than a set threshold.
In embodiment 2 of the present invention, the process of applying the electric braking force and the supplementary air braking force by the brake control unit is the same as that of embodiment 1. The first time and the second time are set and the threshold is set in the same manner as in embodiment 1. And will not be described in detail herein.
Claims (11)
1. An electric-air hybrid brake control method for urban rail vehicles is characterized by comprising the following steps:
when the braking system receives a braking instruction, delaying a first time;
judging whether the actual value of the electric braking force is normal, if so, setting the electric braking force as the electric braking capability value, and after a second time delay, judging whether the actual value of the electric braking force meets the total braking force requirement, if so, not supplementing the air braking force, and if not, supplementing the air braking force; if the actual value of the electric braking force is abnormal, the air braking force is supplemented.
2. The electric-air hybrid brake control method for urban rail vehicles according to claim 1, wherein the method for judging whether the actual electric braking force is normal is as follows: if the rising slope of the actual value of the electric braking force is normal, judging that the actual value of the electric braking force is normal; wherein, the normal rising slope means that the rising slope is greater than a set threshold.
3. The urban rail vehicle electric-air hybrid brake control method according to claim 2, characterized in that the set threshold value is 0.5m/s 3 。
4. The electric-air hybrid brake control method for urban rail vehicles according to claim 1, wherein the method for judging whether the actual electric braking force is normal is as follows: when the braking system receives a command that the electric braking force sent by the traction control unit is normal, judging that the actual value of the electric braking force is normal; when the braking system receives an instruction of abnormality of the electric braking force sent by the traction control unit, it is determined that the actual value of the electric braking force is abnormal.
5. The electric-air hybrid brake control method for urban rail vehicles according to one of claims 1 to 4, characterized in that the specific implementation process of the supplementary air braking force comprises:
calculating a difference between the total braking force and the actual value of the electric braking force;
and supplementing air braking force according to the difference value.
6. An electric-pneumatic hybrid brake control system for urban rail vehicles, comprising:
the TCMS system is used for sending the total braking force to the braking control unit in real time;
the braking control unit is used for receiving the braking instruction, delaying a first time when the braking instruction is received, judging whether the actual value of the electric braking force is normal, setting the electric braking force as the electric braking capability value if the actual value of the electric braking force is normal, judging whether the actual value of the electric braking force meets the total braking force requirement after delaying a second time, if so, not supplementing the air braking force, and if not, supplementing the air braking force; if the actual value of the electric braking force is abnormal, the air braking force is supplemented.
7. The electric-pneumatic hybrid brake control system for urban rail vehicles according to claim 6, wherein the brake control unit determines whether the rising slope of the actual value of the electric braking force is normal, and if so, determines that the actual value of the electric braking force is normal; wherein, the normal rising slope means that the rising slope is greater than a set threshold.
8. The urban rail vehicle electric air hybrid brake control system according to claim 7, wherein the set threshold is 0.5m/s 3 。
9. The urban rail vehicle electric air hybrid brake control system according to claim 6, further comprising a traction control unit for sending an instruction to the brake control unit as to whether an electric braking force is normal; when the braking control unit receives a command that the electric braking force sent by the traction control unit is normal, judging that the actual value of the electric braking force is normal; when the braking control unit receives the command of abnormality of the electric braking force sent by the traction control unit, it is determined that the actual value of the electric braking force is abnormal.
10. The urban rail vehicle electric-air hybrid brake control system according to one of claims 6 to 9, characterized in that the specific implementation process of the brake control unit for supplementing the air braking force comprises: calculating a difference between the total braking force and the actual value of the electric braking force; and supplementing air braking force according to the difference value.
11. Rail transit vehicle, characterized in that it employs a brake control system according to one of claims 6 to 10.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210490846.2A CN115027435B (en) | 2022-05-07 | 2022-05-07 | Urban rail vehicle and electric-pneumatic hybrid brake control method and system thereof |
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| CN202210490846.2A CN115027435B (en) | 2022-05-07 | 2022-05-07 | Urban rail vehicle and electric-pneumatic hybrid brake control method and system thereof |
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| CN115027435A CN115027435A (en) | 2022-09-09 |
| CN115027435B true CN115027435B (en) | 2023-06-13 |
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Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2764009B2 (en) * | 1994-08-31 | 1998-06-11 | 株式会社ナブコ | Vehicle brake system |
| CN105437984B (en) * | 2015-12-08 | 2017-12-26 | 南车株洲电力机车有限公司 | A kind of city rail vehicle braking method |
| CN106004851B (en) * | 2016-05-19 | 2018-06-22 | 中车株洲电力机车有限公司 | A kind of city rail vehicle air damping power compensation process |
| CN110435621B (en) * | 2019-08-20 | 2020-07-31 | 中车青岛四方车辆研究所有限公司 | Electric-air hybrid braking control method for train |
| CN111976686B (en) * | 2020-08-24 | 2022-06-14 | 中车株洲电力机车有限公司 | Urban rail vehicle brake control method |
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