CN115179917B - Rail transit vehicle liquid-gas combined braking control method - Google Patents
Rail transit vehicle liquid-gas combined braking control method Download PDFInfo
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- CN115179917B CN115179917B CN202210946017.0A CN202210946017A CN115179917B CN 115179917 B CN115179917 B CN 115179917B CN 202210946017 A CN202210946017 A CN 202210946017A CN 115179917 B CN115179917 B CN 115179917B
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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
- B60T13/66—Electrical control in fluid-pressure brake systems
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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
- B60T13/581—Combined or convertible systems both hydraulic and pneumatic
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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
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Abstract
The invention discloses a liquid-gas combined brake control method for a rail transit vehicle, which comprises the steps of powering on a vehicle hydraulic transmission box control unit for self-checking and receiving a vehicle control instruction; the hydraulic transmission case control unit judges whether the transmission case meets the condition of hydraulic braking based on the current working state information of the transmission case to obtain a hydraulic braking preparation signal, and calculates the maximum available power of the hydraulic braking and the actual power of the hydraulic braking of the current transmission case in real time; a hydraulic brake preparation signal is issued to a vehicle control unit based on the hydraulic transmission case control unit; the vehicle control unit controls setting of a vehicle brake control strategy based on the hydraulic brake preparation signal. The invention provides a liquid-gas combined brake control method for a rail transit vehicle, which solves the problems that the prior vehicle braking mode generates larger impact during vehicle braking, has higher requirements on operation experience of a driver, increases the labor intensity of the driver and reduces the potential safety hazard during vehicle braking.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a liquid-gas combined braking control method for rail transit vehicles.
Background
The hydraulic transmission technology, especially the hydraulic transmission box containing the hydraulic brake, has wide application in rail transit vehicles, especially in special vehicles such as rail engineering vehicles, operation vehicles, maintenance vehicles and the like due to the advantages of high system integration level, simple external interface, low cost, low failure rate, easy maintenance and the like. The hydraulic transmission technology is widely applied to rail coaches at abroad.
Compared with the traditional mechanical friction braking technology (air braking technology), the hydraulic braking technology has the advantages of no mechanical abrasion, low braking temperature, no noise and the like, and is often used for combined braking of vehicles. The hydraulic braking has good braking effect when the vehicle runs at high speed; at low speeds, the hydraulic braking force is significantly reduced, thus requiring the vehicle to apply air brakes to meet the braking force requirements of the vehicle. In addition, limited by the hydraulic brake power, air brake intervention is also required when the vehicle demand braking power exceeds the maximum available braking power of the hydraulic brake, with liquid-gas combination braking to meet the vehicle demand.
In order to reduce negative effects of air braking on abrasion, noise and the like of a vehicle, the vehicle should be braked by hydraulic braking preferentially in the braking process, and the air braking is used as supplement, or when the hydraulic braking fails, the air braking is used for braking the whole vehicle. When the air brake is interposed, how much power is interposed and how the braking force generated by the liquid-gas combined brake is matched with the braking force requirement of the vehicle are key technical problems to be solved in the liquid-gas combined brake control of the rail transit vehicle.
At present, there are two widely used methods for vehicles: firstly, the hydraulic brake and the air brake are mutually isolated, namely, the hydraulic brake is directly cut off when the air brake is interposed; and secondly, in the hydraulic braking working process, an air brake is applied by a driver empirically. The two control methods have simple logic and easy realization, but can generate larger impact during braking, have higher requirements on the operation experience of a driver, and also increase the labor intensity of the driver.
Disclosure of Invention
The invention provides a liquid-gas combined braking control method for a rail transit vehicle, which aims to solve the problems that the prior braking method generates larger impact during vehicle braking, has higher requirements on operation experience of a driver and increases the labor intensity of the driver.
In order to achieve the above object, the technical scheme of the present invention is as follows:
a method for controlling the liquid-gas combined braking of a rail transit vehicle, comprising:
step S1: the method comprises the steps that a TDC (time-to-digital) power-on self-test of a vehicle hydraulic transmission box control unit and a vehicle control command are received, wherein the vehicle control command comprises a traction enabling signal, a direction signal and a driver braking power set value PBset setting signal;
step S2: the hydraulic transmission case control unit TDC judges that the transmission case meets the condition of hydraulic braking based on the current working state information of the transmission case to obtain a hydraulic braking preparation signal, wherein the current working state information comprises the rotating speed of an output shaft of the transmission case, the state of an electromagnetic proportional valve, the state of an oil temperature sensor and the state of an oil pressure sensor; the hydraulic transmission box control unit TDC calculates the maximum available power PHBmax of hydraulic braking of the current transmission box and the actual power PHBact of the hydraulic braking in real time;
step S3: the hydraulic transmission case control unit TDC transmits the hydraulic brake preparation signal to a vehicle control unit VCU, wherein the hydraulic brake preparation signal comprises a hydraulic brake non-preparation signal and a hydraulic brake preparation signal, if the hydraulic brake preparation signal is the hydraulic brake non-preparation signal, the step S4 is executed, and if the hydraulic brake preparation signal is the hydraulic brake preparation signal, the step S5 is executed;
step S4: the vehicle control unit VCU controls a vehicle brake system to brake based on the hydraulic brake not-ready signal;
step S5: the vehicle control unit VCU sets a vehicle brake control strategy based on the hydraulic brake ready signal, and the vehicle implements a brake operation based on the vehicle brake control strategy.
Further, in step S2, it is determined whether the gear box satisfies a condition for performing hydraulic braking: the condition that hydraulic braking is not met comprises that the hydraulic transmission box control unit TDC detects that the rotation speed of an output shaft is lower than a set value, the electromagnetic proportional valve fails to operate, the transmission oil temperature exceeds a set range value and the transmission oil pressure exceeds the set range value, and at the moment, hydraulic braking is unavailable and a hydraulic braking not-ready signal is generated; otherwise, the condition for performing the hydraulic braking is satisfied, at which time the hydraulic braking is available and a hydraulic braking ready signal is generated.
Further, in step S2, the calculation formula of the maximum available power PHBmax of the hydraulic brake of the transmission case is as follows:
P HBmax ＝λ m ρgn 2 D 5 n w
wherein lambda is m Is a proportionality coefficient, namely the braking force coefficient of the hydraulic brake, ρ is the transmission oil density, g is the constant number, n is the rotor speed of the brake, D is the rotor diameter, n w Is the wheel end rotation speed.
Further, in step S2, the actual hydraulic braking power phbat is a power value calculated according to the real-time braking temperature THB, the braking oil pressure PRHB, and the rotor speed n of the hydraulic brake in operation, and specifically is:
step S2.1: determining the relation between the braking temperature THB, the braking pressure PRHB and the brake rotor rotating speed n and the hydraulic braking actual power PHBact by adopting a test fitting method, namely measuring the hydraulic braking actual power PHBact through multiple-working-condition tests under different braking temperatures THB, different braking oil pressures PRHB and different rotating speeds n;
step S2.2: the measured actual hydraulic braking power PHBact obtains envelope surfaces of the actual hydraulic braking power PHBact at different braking temperatures THB, different braking oil pressures PRHB and different rotating speeds n through fitting test points;
step S2.3: and obtaining the actual hydraulic braking power PHBact at each coordinate point on the envelope surface by an interpolation method based on the envelope surface.
Further, in step S4, the vehicle control unit VCU controls the vehicle brake system to perform braking based on the hydraulic brake not-ready signal specifically: if the hydraulic brake is unavailable, that is, the vehicle control unit VCU receives a hydraulic brake not ready signal issued by the hydraulic transmission case control unit TDC, the hydraulic transmission case control unit TDC sends a hydraulic brake maximum available power PHBmax value of 0 to the vehicle control unit VCU, and the vehicle control unit VCU controls an air brake system to brake.
Further, the vehicle control unit VCU sets a vehicle brake control strategy based on the hydraulic brake ready signal in step S5 specifically as follows:
step S5.1: if hydraulic braking is available, that is, the vehicle control unit VCU receives a hydraulic braking ready signal issued by the hydraulic transmission case control unit TDC, the hydraulic transmission case control unit TDC calculates in real time a hydraulic braking maximum available power PHBmax, a hydraulic braking actual power phbat and a driver braking power set value PBset of the current transmission case, and sends the hydraulic braking maximum available power PHBmax, the hydraulic braking actual power phbat and the driver braking power set value PBset to the vehicle control unit VCU;
step S5.2: the vehicle control unit VCU judges the value of the maximum available power PHBmax of the hydraulic brake and the magnitude of a set value PBset of the braking force of a driver, if the value of the maximum available power PHBmax of the hydraulic brake is not smaller than the set value PBset of the braking force of the driver, the step S5.3 is executed, otherwise, the step S5.4 is executed;
step S5.3: if the value of the maximum available power PHBmax of the hydraulic braking is not smaller than the set value PBset of the braking force of the driver, the vehicle control unit VCU does not control the air braking system to brake the vehicle, namely the braking force of the vehicle is provided by the hydraulic braking system;
step S5.4: and if the value of the maximum available power PHBmax of the hydraulic brake is smaller than the set value PBset of the braking force of the driver, the vehicle control unit VCU calculates a difference DeltaPB between the set value PBset of the braking force of the driver and the actual power PHBact of the hydraulic brake, wherein the difference DeltaPB is braking power required to be supplemented by the air brake system, and the vehicle control unit VCU controls the air brake system and the hydraulic brake system to brake the vehicle, namely, the braking force of the vehicle is provided by the air brake system and the hydraulic brake system.
The invention has the beneficial effects that:
the invention discloses a liquid-gas combined brake control method for a rail transit vehicle, which comprises the steps of automatically adjusting hydraulic brake power according to a driver brake force set value PBset, sending current hydraulic brake actual power PHBact to a vehicle control unit VCU, calculating the brake force required to be supplemented by an air brake system according to the driver brake force set value and the hydraulic brake actual power PHBact by the VCU, controlling the air brake system to brake the vehicle, solving the problems that the existing vehicle brake mode generates larger impact when the vehicle brakes, has higher requirement on the operation experience of the driver, simultaneously increases the labor intensity of the driver, and reduces the potential safety hazard existing in the vehicle brake.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it will be obvious that the drawings in the following description are some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort to a person skilled in the art.
FIG. 1 is a flow chart diagram of a method for controlling the liquid-gas combined brake of a rail transit vehicle according to the present invention;
FIG. 2 is a flow chart of a method of controlling a liquid-gas combination brake of a rail transit vehicle according to the present invention;
fig. 3 is a graph of THB, PRHB, n and PHBact of a method for controlling a liquid-gas combined brake of a rail transit vehicle according to the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment provides a liquid-gas combined brake control method for a rail transit vehicle, which comprises the following steps as shown in fig. 1:
step S1: and the hydraulic transmission box control unit TDC of the vehicle is electrified and self-inspected, and if the self-inspected TDC fails, the hydraulic transmission box control unit TDC sends a TDC fault signal to the vehicle controller VCU, and the transmission box does not work. If the self-check is passed, the hydraulic transmission box control unit TDC waits for receiving a vehicle control instruction, wherein the vehicle control instruction comprises a traction enabling signal, a direction signal, a driver braking power set value PBset setting signal and the like;
step S2: the hydraulic transmission case control unit TDC monitors current working state information of the transmission case in real time to judge that the transmission case meets the condition of hydraulic braking to obtain a hydraulic braking preparation signal, wherein the current working state information comprises the rotation speed of an output shaft of the transmission case, the state of an electromagnetic proportional valve, the state of an oil temperature sensor, the state of an oil pressure sensor, the current running direction, the rotation speeds of an input shaft and an output shaft, and the hydraulic transmission case control unit TDC calculates the maximum available power PHBmax and the actual power PHBact of the hydraulic braking of the current transmission case in real time;
step S3: the hydraulic transmission case control unit TDC transmits the hydraulic brake preparation signal to a vehicle control unit VCU, wherein the hydraulic brake preparation signal comprises a hydraulic brake non-preparation signal and a hydraulic brake preparation signal, if the hydraulic brake preparation signal is the hydraulic brake non-preparation signal, the step S4 is executed, and if the hydraulic brake preparation signal is the hydraulic brake preparation signal, the step S5 is executed;
step S4: the vehicle control unit VCU controls a vehicle brake system to brake based on the hydraulic brake not-ready signal;
step S5: the vehicle control unit VCU sets a vehicle brake control strategy based on the hydraulic brake ready signal, and the vehicle implements a brake operation based on the vehicle brake control strategy.
In a specific embodiment, the step S2 is to determine whether the gear box meets the condition for performing hydraulic braking: the condition that hydraulic braking is not met comprises that the hydraulic transmission box control unit TDC detects that the rotation speed of an output shaft is lower than a set value, the electromagnetic proportional valve fails to operate, the transmission oil temperature exceeds a set range value and the transmission oil pressure exceeds the set range value, and at the moment, hydraulic braking is unavailable and a hydraulic braking not-ready signal is generated; otherwise, the condition for performing the hydraulic braking is satisfied, at which time the hydraulic braking is available and a hydraulic braking ready signal is generated.
In a specific embodiment, the calculation formula of the maximum available power PHBmax of the hydraulic brake of the transmission case in step S2 is as follows:
P HBmax ＝λ m ρgn 2 D 5 n w
wherein lambda is m Is a proportionality coefficient, namely the braking force coefficient of the hydraulic brake, ρ is the transmission oil density, g is the constant number, n is the rotor speed of the brake, D is the rotor diameter, n w Is the wheel end rotation speed.
In a specific embodiment, as shown in fig. 3, the actual hydraulic braking power phbat in step S2 is a power value calculated according to the real-time braking temperature THB, the braking oil pressure PRHB, and the rotor speed n of the hydraulic brake in operation, and specifically is:
step S2.1: determining the relation between the braking temperature THB, the braking pressure PRHB and the rotor rotating speed n of the brake and the actual power PHBact of the hydraulic brake by adopting a test fitting method, namely measuring the actual power PHBact of the hydraulic brake by multi-station tests under different braking temperatures THB, different braking pressures PRHB and different rotor rotating speeds n;
step S2.2: the measured actual power PHBact of the hydraulic brake obtains envelope surfaces of the actual power PHBact of the hydraulic brake at different braking temperatures THB, different braking pressures PRHB and different rotating speeds n through fitting test points;
step S2.3: and obtaining the actual hydraulic braking power PHBact at each coordinate point on the envelope surface by an interpolation method based on the envelope surface.
Since the actual power of the hydraulic brake is not directly detectable during vehicle operation, and the hydraulic brake actual power phfact is related to the brake oil pressure PRHB, the rotor speed n and is affected by the transmission oil temperature. Therefore, the current actual hydraulic braking power phbat can be described from the side according to three variable values of the braking temperature THB, the braking oil pressure PRHB and the rotor rotating speed n, which are acquired in real time, and therefore, a relation model between THB, PRHB, n and phbat needs to be determined. Through bench test, the brake temperature THB is accurately obtained by using a brake temperature sensor, the brake pressure PRHB can be accurately obtained by using a brake pressure sensor, and the brake rotor rotating speed n and the brake torque T can be accurately obtained by using a torque meter B According to the braking torque T B And the brake rotor speed n can obtain a hydraulic brake actual power value PHBact, wherein the hydraulic brake actual power value PHBact is:
PHBact＝T B *n/9550
thereby forming an envelope relation of THB, PRHB, n and PHBact, namely determining the PHBact at any THB, PRHB, n. In the running process of the vehicle, the TDC detects THB, PRHB, n in real time, so that the actual hydraulic braking power value PHBact of the current hydraulic brake can be obtained.
In a specific embodiment, as shown in fig. 2, the vehicle control unit VCU in step S4 controls and sets a vehicle brake control strategy based on the hydraulic brake preparation signal specifically as follows:
if hydraulic braking is not available, the hydraulic transmission control unit TDC exits hydraulic braking and sends a "hydraulic brake not ready" signal and a fault message to the VCU. Namely, the vehicle control unit VCU receives a hydraulic braking not ready signal issued by the hydraulic transmission box control unit TDC, and the hydraulic transmission box control unit TDC sends a maximum available power PHBmax value of 0 of hydraulic braking to the vehicle control unit VCU, and the vehicle control unit VCU controls an air braking system to brake;
in a specific embodiment, as shown in fig. 2, the vehicle control unit VCU sets a vehicle brake control strategy based on the hydraulic brake ready signal in step S5 specifically as follows:
step S5.1: if hydraulic braking is available, that is, the vehicle control unit VCU receives a hydraulic braking ready signal issued by the hydraulic transmission case control unit TDC, the hydraulic transmission case control unit TDC calculates in real time a hydraulic braking maximum available power PHBmax of the current transmission case, a hydraulic braking actual power phbat, and a driver braking power set value PBset, and sends the vehicle control unit VCU, that is, when a condition is satisfied, the TDC sends a "hydraulic braking ready" signal to the vehicle control unit VCU, and sends the calculated "hydraulic braking maximum available power PHBmax" value to the VCU. When the VCU applies a braking command, i.e. "driver braking force set value PBset" >0, the TDC controls the hydraulic brake to apply the brake. And according to the braking temperature THB, the braking pressure PRHB and the rotating speed n, searching the corresponding 'hydraulic braking actual power PHBact' on the power fitting surface, and sending the corresponding 'hydraulic braking actual power PHBact' to the vehicle controller.
Step S5.2: the vehicle control unit VCU judges the value of the maximum available power PHBmax of the hydraulic brake and the magnitude of a set value PBset of the braking force of a driver, if the value of the maximum available power PHBmax of the hydraulic brake is not smaller than the set value PBset of the braking force of the driver, the step S5.3 is executed, otherwise, the step S5.4 is executed;
step S5.3: and if the value of the maximum available power PHBmax of the hydraulic braking is not smaller than the set value PBset of the braking force of the driver, the vehicle control unit VCU does not control the air braking system to brake the vehicle, namely the braking force of the vehicle is provided by the hydraulic braking system. For example, when the current PHBmax is 500kW and the PBset is 380kW, the hydraulic braking can meet the braking requirement of the vehicle, and the braking of the vehicle is realized only through the hydraulic braking;
step S5.4: and if the value of the maximum available power PHBmax of the hydraulic brake is smaller than the set value PBset of the braking force of the driver, the vehicle control unit VCU calculates a difference DeltaPB between the set value PBset of the braking force of the driver and the actual power PHBact of the hydraulic brake, wherein the difference DeltaPB is braking power required to be supplemented by the air brake system, and the vehicle control unit VCU controls the air brake system and the hydraulic brake system to brake the vehicle, namely, the braking force of the vehicle is provided by the air brake system and the hydraulic brake system. For example, when the current PHBmax is 400kW, the PBset is 450kW, the hydraulic brake cannot meet the vehicle braking requirement, and at the moment, the hydraulic brake can brake according to the maximum available power, but the actual power PHBact of the hydraulic brake has a certain error with the maximum power PHBmax, for example, PHBact is 408kW, so that the TDC needs to send the actual braking power PHBact to the VCU, the VCU calculates the difference DeltaPB between the PBset and the PHBact to be 42kW, and the air brake system is controlled to execute 42kW of mechanical braking power.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (6)
1. The liquid-gas combined braking control method for the rail transit vehicle is characterized by comprising the following steps of:
step S1: the method comprises the steps that a TDC (time-to-digital) power-on self-test of a vehicle hydraulic transmission box control unit and a vehicle control command are received, wherein the vehicle control command comprises a traction enabling signal, a direction signal and a driver braking power set value PBset setting signal;
step S2: the hydraulic transmission case control unit TDC judges whether the transmission case meets the condition of hydraulic braking based on the current working state information of the transmission case to obtain a hydraulic braking preparation signal, wherein the current working state information comprises the rotating speed of an output shaft of the transmission case, the state of an electromagnetic proportional valve, the state of an oil temperature sensor and the state of an oil pressure sensor; the hydraulic transmission box control unit TDC calculates the maximum available power PHBmax of hydraulic braking of the current transmission box and the actual power PHBact of the hydraulic braking in real time;
step S3: the hydraulic transmission case control unit TDC transmits the hydraulic brake preparation signal to a vehicle control unit VCU, wherein the hydraulic brake preparation signal comprises a hydraulic brake non-preparation signal and a hydraulic brake preparation signal, if the hydraulic brake preparation signal is the hydraulic brake non-preparation signal, the step S4 is executed, and if the hydraulic brake preparation signal is the hydraulic brake preparation signal, the step S5 is executed;
step S4: the vehicle control unit VCU controls a vehicle brake system to brake based on the hydraulic brake not-ready signal;
step S5: the vehicle control unit VCU sets a vehicle brake control strategy based on the hydraulic brake ready signal, and the vehicle implements a brake operation based on the vehicle brake control strategy.
2. The method for controlling the combined liquid-gas braking of a rail transit vehicle according to claim 1, wherein in the step S2, the condition for determining whether the transmission case satisfies the condition for performing the hydraulic braking is: the condition that hydraulic braking is not met comprises that the hydraulic transmission box control unit TDC detects that the rotation speed of an output shaft is lower than a set value, the electromagnetic proportional valve fails to operate, the transmission oil temperature exceeds a set range value and the transmission oil pressure exceeds the set range value, and at the moment, hydraulic braking is unavailable and a hydraulic braking not-ready signal is generated; otherwise, the condition for performing the hydraulic braking is satisfied, at which time the hydraulic braking is available and a hydraulic braking ready signal is generated.
3. The method for controlling the combined liquid-gas braking of the rail transit vehicle according to claim 1, wherein the calculation formula of the maximum available power PHBmax of the hydraulic braking of the transmission case in step S2 is as follows:
P HBmax ＝λ m ρgn 2 D 5 n w
wherein lambda is m Is a proportionality coefficient, namely the braking force coefficient of the hydraulic brake, ρ is the transmission oil density, g is the constant number, n is the rotor speed of the brake, D is the rotor diameter, n w Is the wheel end rotation speed.
4. The method for controlling the combined liquid-gas braking of the rail transit vehicle according to claim 1, wherein the actual hydraulic braking power phbat in step S2 is a power value calculated according to the real-time braking temperature THB, the braking oil pressure PRHB and the rotor rotational speed n of the hydraulic brake during the operation of the hydraulic brake, specifically:
step S2.1: determining the relation between the braking temperature THB, the braking pressure PRHB and the brake rotor rotating speed n and the hydraulic braking actual power PHBact by adopting a test fitting method, namely measuring the hydraulic braking actual power PHBact through multiple-working-condition tests under different braking temperatures THB, different braking oil pressures PRHB and different rotating speeds n;
step S2.2: the measured actual hydraulic braking power PHBact obtains envelope surfaces of the actual hydraulic braking power PHBact at different braking temperatures THB, different braking oil pressures PRHB and different rotating speeds n through fitting test points;
step S2.3: and obtaining the actual hydraulic braking power PHBact at each coordinate point on the envelope surface by an interpolation method based on the envelope surface.
5. The method according to claim 1, wherein the vehicle control unit VCU controls the vehicle brake system to brake based on the hydraulic brake not-ready signal in step S4 is specifically: if the hydraulic brake is unavailable, that is, the vehicle control unit VCU receives a hydraulic brake not ready signal issued by the hydraulic transmission case control unit TDC, the hydraulic transmission case control unit TDC sends a hydraulic brake maximum available power PHBmax value of 0 to the vehicle control unit VCU, and the vehicle control unit VCU controls an air brake system to brake.
6. The method according to claim 1, wherein the vehicle control unit VCU sets a vehicle brake control strategy based on the hydraulic brake ready signal in step S5 specifically as follows:
step S5.1: if hydraulic braking is available, that is, the vehicle control unit VCU receives a hydraulic braking ready signal issued by the hydraulic transmission case control unit TDC, the hydraulic transmission case control unit TDC calculates in real time a hydraulic braking maximum available power PHBmax, a hydraulic braking actual power phbat and a driver braking power set value PBset of the current transmission case, and sends the hydraulic braking maximum available power PHBmax, the hydraulic braking actual power phbat and the driver braking power set value PBset to the vehicle control unit VCU;
step S5.2: the vehicle control unit VCU judges the value of the maximum available power PHBmax of the hydraulic brake and the magnitude of a set value PBset of the braking force of a driver, if the value of the maximum available power PHBmax of the hydraulic brake is not smaller than the set value PBset of the braking force of the driver, the step S5.3 is executed, otherwise, the step S5.4 is executed;
step S5.3: if the value of the maximum available power PHBmax of the hydraulic braking is not smaller than the set value PBset of the braking force of the driver, the vehicle control unit VCU does not control the air braking system to brake the vehicle, namely the braking force of the vehicle is provided by the hydraulic braking system;
step S5.4: and if the value of the maximum available power PHBmax of the hydraulic brake is smaller than the set value PBset of the braking force of the driver, the vehicle control unit VCU calculates a difference value DeltaPB between the set value PBset of the braking force of the driver and the actual power PHBact of the hydraulic brake, wherein the difference value DeltaPB is braking power required to be supplemented by the air brake system, and the vehicle control unit VCU controls the air brake system and the hydraulic brake system to brake the vehicle, namely, the braking force of the vehicle is provided by the air brake system and the hydraulic brake system.
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