CN207257650U - A kind of high-speed train braking power distributes Optimal Control System - Google Patents
A kind of high-speed train braking power distributes Optimal Control System Download PDFInfo
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- CN207257650U CN207257650U CN201720936327.9U CN201720936327U CN207257650U CN 207257650 U CN207257650 U CN 207257650U CN 201720936327 U CN201720936327 U CN 201720936327U CN 207257650 U CN207257650 U CN 207257650U
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Abstract
The utility model discloses a kind of high-speed train braking power to distribute Optimal Control System, it should apply brake force to each section train and carry out coordination control；The system comprises automatic train operation system ATO, driver's brake monitor, DSP central control units, trailer-mounted radar, braking force distribution optimal control module and train brake rigging；Braking force distribution optimal control module is connected by MVB bus with each section train brake rigging；The braking force distribution optimal control module, including single-unit train stress model calculates adhesion gravity, comparator and multiplier extraction train adhesion strength constraints, braking force distribution optimal control unit give motor-car and trailer should apply brake force, brake force is reallocated and its optimization unit determines that brake force should be applied by often saving train；A kind of high-speed train braking power distribution control system based on DSP provided by the utility model, can realize steady, reliable, the accurate stopping brake of bullet train under different braking working condition when nothing slides problem.
Description
Technical field
It the utility model is related to bullet train vehicle control technology field, more particularly to a kind of distribution of high-speed train braking power
Optimal Control System.
Background technology
Bullet train is the main carriers of national public transport, carries the significant development strategy of country's interconnection, intercommunication.System
Dynamic critical component of the system as bullet train, is the important prerequisite of safe operation.
In braking procedure, the brake force that brake control produces is hindered bullet train in the form of wheel-rail adhesion
The movement tendency of train.According to the adhesiveness curve of bullet train, the pact of the performance of axle brake force by wheel-rail adhesion
Beam.When the adhesion strength between brake force is more than rail level, wheel can produce the problem of sliding on rail level, abrade rail level afterwards.
However, existing braking force distribution control module does not consider the constraints of adhesion strength, it is difficult to effectively plays high
The braking efficiency of fast train.In braking procedure axle weight transfer necessarily occurs for train；Tacky state between wheel track shows non-thread
Property, the feature of quick time-varying, the adhesion strength between wheel track are different.Under car control pattern, the minimum wheel of train adhesion is to taking the lead in
Slide, and the adhesion strength constraints of other trains is not fully used.A kind of therefore it provides high performance system
Power distributes control system, it appears most important.
The content of the invention
In order to overcome it is above-mentioned in the prior art the shortcomings that, the utility model provides a kind of distribution control of high-speed train braking power
System, prevents the technical problem slided when being braked to realize under the adhesion strength constraints of bullet train.
Concrete technical scheme is as follows：
A kind of high-speed train braking power distributes Optimal Control System, coordinates for that should apply brake force to each section train
Control, including automatic train operation system ATO, driver's brake monitor, DSP central control units, trailer-mounted radar, brake force point
With optimal control module and train brake rigging, the braking force distribution optimal control module, train brake rigging
Connected between DSP central control units by MVB bus, the automatic train operation system ATO and driver's brake monitor
Output terminal be connected with DSP central control units, the trailer-mounted radar is connected with DSP central control units；
The braking force distribution optimal control module includes train adhesion Gravity calculation module, train adhesion force constraint list
Member, braking force distribution optimal control unit and brake force are reallocated and its optimization unit, the train adhesion Gravity calculation module
Output terminal is connected with train adhesion strength constraint element input terminal, the train adhesion strength constraint element output terminal and braking force distribution
Optimal control unit input terminal connects, and the braking force distribution optimal control unit output terminal is reallocated and its optimized with brake force
The connection of unit input terminal, the brake force reallocation and its optimization unit output terminal and train brake rigging are total by MVB
Line connects.
More specifically, braking force distribution optimal control module, by automatic train operation system ATO or driver's brake monitor
Braking instruction is sent, after DSP central control units receive braking instruction, extracts the body speed of vehicle signal that trailer-mounted radar measures
vt, adhesion gravity F is obtained by train adhesion Gravity calculation moduleNi, train adhesion strength is obtained via train adhesion strength constraint element
Constrain Fμ, braking force distribution optimal control unit obtains motor-car based on adhesion strength constraints should apply total electric braking force FedWith
Air damping power Fepm, trailer should apply total air damping power Fept, being reallocated by brake force and its optimizing unit to obtain
Each size for saving the brake force that train should apply is taken, is interacted with MVB bus.
Further, the train brake rigging includes traction convertor, DSP single-units train control unit, electric current
Signal gathering unit, traction electric machine, braking supply reservoir, the empty switching valve of electricity, repeater, disc brake；The DSP single-units
Train control unit is connected by MVB bus with braking force distribution optimal control module.
More specifically, train basis making device, MVB bus receives the signal of braking force distribution optimal control module, right
Each section train brake rigging DSP single-units train control unit of bullet train sends electric braking instruction, for motor-car
Speech, the performance of electric braking is circuit in the PWM modulation waveforms control traction convertor by the output of DSP locomotive control units
Switch so that traction electric machine is converted to generating state by motoring condition, and electric energy is fed back in power grid；Braked for train air
Power is to send electric signal by DSP single-units train control unit, is existed through component, disc brakes such as electric empty switching valve, repeaters
Under the action of air pressure promotes, it is fixed against friction of the wheel between and implements braking, then complete the braking of train.
Further, the braking force distribution optimal control unit includes：The preferential judgement unit of electric braking, adhesion force constraint
Under the braking force distribution unit based on adhesion strength direct proportion, motor-car and the total brake force storage unit of trailer, for giving motor-car
It should apply brake force with trailer；
More specifically, in a brake unit, it is preferential to apply the total electric braking force F of motor-cared, the electric braking force that is applied
No more than motor-car adhesion force constraint；When electric braking force is insufficient then preferentially by the total air damping power F of trailereptSupply, equally
Ground, the brake force applied is still no more than its adhesion limitation；If the brake force that trailer applies still cannot meet that braking will
When asking, then air damping power F is applied by motor-car againepmSupply, until its adhesion limitation.
Further, the brake force is reallocated and its optimization unit divides again including the brake force based on adhesion strength direct proportion
Reallocate with brake force under unit, single-unit train stress model, time dependant conditions and optimize unit, for determining that each section train should apply
Brake force；
More specifically, brake force reallocation and its optimization unit, utilize the size of adhesion strength of the train under by adhesion constraint
Reallocate according to direct proportion to brake force, you can obtain the size for the brake force that each section train should apply；By each axle brake force Fi
Substitute into single-unit train stress model, obtain the size of current time adhesion gravity, and then obtain respectively saving train in subsequent time
Adhesion strength constraints, participates in the distribution of the moment brake force, that is, realizes the optimization that brake force is reallocated.
Further, the train adhesion Gravity calculation module is based on single-unit train stress model and obtains adhesion gravity FNi。
Further, the train adhesion strength constraint element includes comparator and multiplier, for obtaining train adhesion strength
Constraints Fμ。
Further, the DSP control unit uses TMS320C2812 or TMS320F28335 chips, likewise, for
The dsp processor of TMS320C28x series can be as the processor chips of DSP control unit.
Compared with prior art, utility model can be under the conditions of different damped conditions, when occurring without the problem that slides
Realize steady, reliable, the accurate stopping brake of bullet train.
Brief description of the drawings
Fig. 1 is braking force distribution control system architecture schematic diagram；
Fig. 2 is braking force distribution optimal control unit and brake force is reallocated and its optimization cellular construction schematic diagram.
Embodiment
The utility model is further described with reference to embodiment.Wherein, being given for example only property of attached drawing
Illustrate, expression is only schematic diagram, rather than pictorial diagram, it is impossible to is interpreted as the limitation to this patent；In order to which this hair is better described
Bright embodiment, some components of attached drawing have omission, zoom in or out, and do not represent the size of actual product；To this area skill
For art personnel, some known features and its explanation may be omitted and will be understood by attached drawing.
Embodiment 1
As shown in Figure 1, the high-speed train braking power distribution Optimal Control System based on DSP, for that should be applied to each section train
Braking forces thereto carries out coordination control, including automatic train operation system ATO1, driver's brake monitor 2, DSP central control units
3rd, trailer-mounted radar 4, braking force distribution optimal control module 5 and train brake rigging 6, braking force distribution optimal control module
Connected between 5 and train brake rigging 6 by MVB buses, automatic train operation system ATO1 and driver's brake monitor
2 output terminal is connected with DSP central control units 3, and trailer-mounted radar 4 is connected with DSP central control units 3；
Braking force distribution optimal control module 5 includes train adhesion Gravity calculation module 51, train adhesion strength constraint element
52nd, braking force distribution optimal control unit 53 and brake force reallocation and its optimization unit 54, train adhesion Gravity calculation module
51 output terminals are connected with 52 input terminal of train adhesion strength constraint element, 52 output terminal of train adhesion strength constraint element and brake force point
Connected with 53 input terminal of optimal control unit, 53 output terminal of braking force distribution optimal control unit and brake force reallocation and its excellent
Change the connection of 54 input terminal of unit, brake force is reallocated and its optimization 54 output terminal of unit passes through MVB with train brake rigging 6
Bus connects.
Train adhesion Gravity calculation module 51 obtains adhesion gravity F based on single-unit train stress model 510Ni。
Train adhesion strength constraint element 52 includes comparator 520 and multiplier 521, for obtaining train adhesion force constraint bar
Part Fμ。
Braking force distribution optimal control module 5, is sent by automatic train operation system ATO1 or driver's brake monitor 2
Braking instruction, after DSP central control units 3 receive braking instruction, extracts the body speed of vehicle signal v that trailer-mounted radar 4 measurest,
Adhesion gravity F is obtained by single-unit train model 510Ni, train adhesion force constraint F is obtained via comparator 520 and multiplier 521μ,
Braking force distribution optimal control unit 53 obtains motor-car based on adhesion strength constraints should apply total electric braking force FedAnd air
Brake force Fepm, trailer should apply total air damping power Fept, being reallocated by brake force and its optimizing unit 54 to obtain
The size for the brake force that each section train should apply, interacts with MVB bus.
Train brake rigging 6 includes traction convertor 61, DSP single-units train control unit 62, current signal collection
Unit 63, traction electric machine 64, braking supply reservoir 65, the empty switching valve 66 of electricity, repeater 67, disc brake 68；DSP single-units
Train control unit 62 is connected by MVB bus with braking force distribution optimal control module 5.
Train basis making device 6, MVB bus receive the signal of braking force distribution optimal control module 5,
When implementing to brake, axle driven traction electric machine 63 is converted to generating state by motoring condition, and the power exported
It is by DSP single-units train control unit 62 after electrical command is received, by controlling traction convertor 61 to PWM modulation waveform
Working status and control.The effect of traction convertor is that the electric energy for sending traction electric machine is converted to and meets train standard
Electric energy.Current signal collecting unit 63 be the electric signal that will be collected fed back after DSP single-units train control unit 62 calculates by
MVB bus feeds back to DSP central control units.
The right side of locomotive brake rigging 6, DSP single-units train control unit send electric signal, through electric empty 66 turns of switching valve
Air signal is changed to, repeater 67 receives the compressed air exported after air signal according to braking supply reservoir 65, promotes
Wheel disc is close in the action of disc brake 68, and then realizes air damping.
As shown in Fig. 2, braking force distribution optimal control unit includes：Under the preferential judgement unit of electric braking, adhesion force constraint
The total brake force storage unit of braking force distribution unit, motor-car and trailer based on adhesion strength direct proportion, for give motor-car and
Trailer should apply brake force；
More specifically, in a brake unit, it is preferential to apply the total electric braking force F of motor-cared, the electric braking force that is applied
No more than motor-car adhesion force constraint；When electric braking force is insufficient then preferentially by the total air damping power F of trailereptSupply, equally
Ground, the brake force applied is still no more than its adhesion limitation；If the brake force that trailer applies still cannot meet that braking will
When asking, then air damping power F is applied by motor-car againepmSupply, until its adhesion limitation.
Brake force is reallocated and its optimization unit includes the brake force reallocation unit based on adhesion strength direct proportion, single-unit arranges
Brake force, which is reallocated, under car stress model, time dependant conditions optimizes unit, for determining that each section train should apply brake force；
More specifically, brake force reallocation and its optimization unit, utilize the size of adhesion strength of the train under by adhesion constraint
Reallocate according to direct proportion to brake force, you can obtain the size for the brake force that each section train should apply；By each axle brake force Fi
Substitute into single-unit train stress model, obtain the size of current time adhesion gravity, and then obtain respectively saving train in subsequent time
Adhesion strength constraints, participates in the distribution of the moment brake force, that is, realizes the optimization that brake force is reallocated.
Obviously, above-described embodiment is only intended to clearly illustrate technical scheme example, and is not
Restriction to embodiments of the present invention.For those of ordinary skill in the field, on the basis of the above description also
It can make other variations or changes in different ways.Any modification for being made within the spirit and principles of the invention, etc.
With replacement and improvement etc., should be included within the protection of the claims in the present invention.
Claims (7)
1. a kind of high-speed train braking power distributes Optimal Control System, coordination control is carried out for brake force should to be applied to each section train
System, it is characterised in that including automatic train operation system ATO, driver's brake monitor, DSP central control units, vehicle-mounted thunder
Reach, braking force distribution optimal control module and train brake rigging, the braking force distribution optimal control module, train base
Connected between plinth brake apparatus and DSP central control units by MVB bus, the automatic train operation system ATO and driver
The output terminal of brake monitor is connected with DSP central control units, and the trailer-mounted radar is connected with DSP central control units；
The braking force distribution optimal control module includes train adhesion Gravity calculation module, train adhesion strength constraint element, system
Power distributes optimal control unit and brake force is reallocated and its optimization unit, the train adhesion Gravity calculation module output terminal
It is connected with train adhesion strength constraint element input terminal, the train adhesion strength constraint element output terminal is controlled with braking force distribution optimization
Unit input terminal connection processed, the braking force distribution optimal control unit output terminal is reallocated with brake force and its optimization unit is defeated
Enter end connection, the brake force is reallocated and its optimization unit output terminal is connected with train brake rigging by MVB bus.
2. high-speed train braking power distribution Optimal Control System according to claim 1, it is characterised in that the train basis
Brake apparatus includes traction convertor, DSP single-units train control unit, current signal collecting unit, traction electric machine, braking supply
The empty switching valve of cylinder, electricity, repeater, disc brake；The DSP single-units train control unit passes through MVB bus and braking
Power distribution optimal control module is connected with DSP central control units.
3. high-speed train braking power distribution Optimal Control System according to claim 1, it is characterised in that the brake force point
Include with optimal control unit：Brake force based on adhesion strength direct proportion point under the preferential judgement unit of electric braking, adhesion force constraint
With unit, motor-car and the total brake force storage unit of trailer, brake force should be applied for giving motor-car and trailer.
4. high-speed train braking power distribution Optimal Control System according to claim 1, it is characterised in that the brake force is again
Distribution and its optimization unit include the brake force reallocation unit based on adhesion strength direct proportion, single-unit train stress model, time-varying
Under the conditions of brake force reallocate optimization unit, for determine it is each section train should apply brake force.
5. high-speed train braking power distribution Optimal Control System according to claim 1, it is characterised in that the locomotive train
Gravity calculation module is based on single-unit train stress model and obtains adhesion gravity FNi。
6. high-speed train braking power distribution Optimal Control System according to claim 1, it is characterised in that the train adhesion
Force constraint unit includes comparator and multiplier, for obtaining train adhesion strength constraints Fμ。
7. high-speed train braking power distribution Optimal Control System according to claim 1, it is characterised in that the DSP controls
Unit uses TMS320C28x family chips, the TMS320C28x family chips specifically include TMS320C2812 or
TMS320F28335 chips.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201720936327.9U CN207257650U (en) | 2017-07-28 | 2017-07-28 | A kind of high-speed train braking power distributes Optimal Control System |
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| CN201720936327.9U CN207257650U (en) | 2017-07-28 | 2017-07-28 | A kind of high-speed train braking power distributes Optimal Control System |
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| CN207257650U true CN207257650U (en) | 2018-04-20 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112193224A (en) * | 2019-07-08 | 2021-01-08 | 中车唐山机车车辆有限公司 | Vehicle braking force distribution method, terminal device and storage medium |
| CN112660202A (en) * | 2021-01-04 | 2021-04-16 | 中车青岛四方车辆研究所有限公司 | Train automatic driving system integrated with vehicle depth |
-
2017
- 2017-07-28 CN CN201720936327.9U patent/CN207257650U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112193224A (en) * | 2019-07-08 | 2021-01-08 | 中车唐山机车车辆有限公司 | Vehicle braking force distribution method, terminal device and storage medium |
| CN112193224B (en) * | 2019-07-08 | 2021-10-26 | 中车唐山机车车辆有限公司 | Vehicle braking force distribution method, terminal device and storage medium |
| CN112660202A (en) * | 2021-01-04 | 2021-04-16 | 中车青岛四方车辆研究所有限公司 | Train automatic driving system integrated with vehicle depth |
| CN112660202B (en) * | 2021-01-04 | 2022-05-10 | 中车青岛四方车辆研究所有限公司 | Train automatic driving system integrated with vehicle depth |
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