RU2540212C1 - Acs device for train pneumoelectric brakes and method of its application - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: proposed device comprises program speed unit, permanent memory, automatic cab signalling unit, unit to receive data from track devices, transducers of track, acceleration and efficiency of brakes, three-position relay element, release and brake valves. Fuzzy controller is connected to program speed unit, differentiation unit, brake cylinder error pressure correction unit. The latter is connected to program speed unit and cylinder pressure transducer. Brake cylinder pressure control unit is connected to fuzzy controller output via communication valve and with brake cylinder pressure transducer. Three-position relay element is connected with cylinder pressure control unit and release and brake valve unit connected to cylinder pressure transducer. Proposed method comprises application of current speed data, distance to stop or the next speed limitation, light codes, track profile at given section and actual braking factor for computation of program speed and mismatch between program and actual speeds. This mismatch is corrected with allowance for brake cylinder pressure to control release and brake valves of the train bake system. Derivative of mismatch between said program and accrual speeds is calculated. Fuzzy controller is used as well as fuzzy output process to define required pressure in brake cylinders. Said pressure is transmitted to brake cylinder pressure control unit to compare required pressure with actual pressure to selected therefrom the brake system operating conditions.

EFFECT: higher reliability of braking.

2 cl, 4 dwg

Description

The invention relates to the field of railway transport, in particular to automation of brake control of a train.

A device for automatically controlling the braking of a train (Av. St. USSR No. 658017, IPC B60T 8/00) containing a control circuit for a three-position element based on a digital-analog block of program speed, the output of which is connected to the input of an operational amplifier connected to the braking and release valves train systems with which the input of the brake pressure sensor and the gain controller are connected, included in the feedback of the operational amplifier and connected to the track meter and the unit program speed. A disadvantage of the known technical solution is that the analog circuit can provide only simple laws for controlling a three-position element, and adaptation to movement conditions is difficult and there is no possibility of remote control.

A known method of controlling the brakes of a train (Av. St. USSR No. 658017, IPC B60T 8/00), in which a three-position relay element controls the operation of the braking and tempering valves depending on the voltage at the output of the operational amplifier and implements the filling, closing and tempering of the brake cylinders . The disadvantage of this control method is the low accuracy of speed regulation, due to possible deviations of the calculated and actual parameters.

The closest in technical essence to the claimed, taken as a prototype is a device for automatic control of braking of a train (RF Patent No. 2283786, IPC B60T 8/172, B61L 3/12), containing a transmitting antenna located at the beginning of each block section of the path connected to a generator, and a receiving antenna located on the locomotive connected to the information receiving unit, a rotation angle sensor mounted on the wheel axle and connected to the inputs of the path meter and speed meter, the brake efficiency meter connected the outputs of the acceleration meter and the pressure sensor in the brake line, a program speed unit, the first input of which is connected to the output of the track meter, the second input is the output of the information receiving unit, the third input is the output of the automatic locomotive signaling unit, the fourth input is the output of the brake performance meter , a three-position relay element connected to the braking and releasing valves of the brake system of the train, a gauge of the diameter of the band of the wheelset, the first input of which is connected to the output of the pressure sensor Nia in the brake line, the second input - to the second output unit receiving information, the third input - to the first output of the read only memory, and its outputs connected to inputs of the transducer and the speed detector; the second output of the read-only memory unit is connected to the input of the brake performance meter, the third output is connected to the fifth input of the program speed unit, and each of its two inputs is connected respectively to the third output of the information reception unit and the output of the border shaper unit of the path, the input of the border shaper unit - sections of the path associated with the output of the automatic locomotive signaling unit.

The disadvantage of this device is the limited possibility of its use in the implementation of the auto-driving mode for modern types of locomotives with a modular construction principle, in which the traction, braking, locomotive safety, locomotive and auto-driving subsystems are implemented as complete modules with built-in electronic control devices, the connection between which should be carried out remotely using communication channels and gateways that provide control of electric air train brakes by transmitting control commands in a digital code without directly affecting the three-position relay element.

There is also known a method of automatic control of train brakes, taken as a prototype (Nikiforov B.D., Golovin V.I., Kutyev Yu.G. Automation of train braking control. - M .: Transport, 1985, - 263 p.), Which consists in the fact that using the program speed block, based on the information received from the devices connected to its input, the program speed value is calculated, and by the formula:

$$e=v_n+k{P}_{tc}=v,(\mathrm{one})$$

where v _p , v - program and current speed; P _TC - pressure in the brake cylinders; k is the transmission coefficient of the correction link, the control error is calculated and a command is given to the three-position relay element, with the help of which the braking and release valves of the train brake system are controlled according to the following rule:

$$\{\begin{array}{ll}e\mathrm{from}l\mathrm{and}\hfill & e>b-t\mathrm{about}Rm\mathrm{about}\mathrm{well}en\mathrm{and}e;\hfill \\ e\mathrm{from}l\mathrm{and}\hfill & b<e<-b-PeRe\mathrm{to}Rsw\mathrm{but};\hfill \\ e\mathrm{from}l\mathrm{and}\hfill & e<b-\mathrm{about}tP\mathrm{at}\mathrm{from}\mathrm{to},\hfill \end{array}$$

where 2b is the pre-selected dead band of the regulator.

A disadvantage of the known control method is the limited possibilities of its use in relation to modern types of locomotives with a modular architecture and remote control of the train's electro-pneumatic brakes in the auto-driving mode, since delays in transmitting commands in the communication channel and calculating the control error in a linear manner lead to poor control quality with frequent switching operating modes of brake equipment, as well as excessive braking forces at low train speeds COROLLARY nonlinear dependence on the speed ratio brake, which reduces its reliability, results in additional wear of the brake pad, effects on rolling structure disruption smooth deceleration to a stop motion and reduce the comfort for passengers.

The objective of the invention is to expand the functionality of the prototype for the implementation of remote control of electro-pneumatic brakes of a train in auto-driving mode, ensuring quality control, which is determined by the absence of frequent switching of brake equipment operating modes, additional wear of brake pads and effects on the rolling stock structure, as well as a smooth decrease in speed up to stop.

The essence of the invention in terms of the device is that, taking into account the essential features, the device includes a program speed unit, the inputs of which are connected to a read-only memory unit, an automatic locomotive signaling unit, an information receiving unit, a path meter, a speed meter, an acceleration meter, a meter braking efficiency, three-position relay element, braking and release valves of the brake system of the train, a second output of the program speed block is introduced, forming current mismatch of program and actual speeds, differentiation unit for calculating the derivative mismatch, block for adjusting the mismatch in pressure in the brake cylinders, a fuzzy controller for finding the required pressure in the brake cylinders according to a nonlinear law based on the fuzzy inference procedure, including fuzzification blocks, fuzzy inference, rule base as well as defuzzification, a communication communication channel for transmitting the value of the found pressure from a fuzzy controller to the control unit the pressure in the brake cylinders, controlling the release and braking valves to establish the required pressure, the pressure sensor in the brake cylinders connected to the release and braking valves, and the first output of the program speed unit displays the value of the current speed received from the speed meter, and is connected to the first input fuzzy controller, the second output of the program speed block is connected to the inputs of the differentiation block, the output of which is connected to the second input of the fuzzy controller, and b eye for adjusting the mismatch in the pressure in the brake cylinders, the output of which is connected to the third input of the fuzzy controller, and the second input to the pressure sensor in the brake cylinders, the output of the fuzzy controller is connected via a communication channel to the first input of the brake pressure control unit in the brake cylinders, the second input which is connected to the output of the pressure sensor in the brake cylinders, and the output to a three-position relay element, the output of which, in turn, is connected to the input of the release valves and the brake the output associated with the pressure sensor in the brake cylinders.

The essence of the invention in terms of the method consists in the fact that the program speed is calculated by the program speed unit based on information about the current speed, distance to the stopping point or the next speed limit, traffic light signal codes, path profile on the section, the actual value of the braking coefficient, corresponding to the necessary deceleration, and the mismatch of the current and program speeds, adjust the mismatch by the pressure in the brake cylinders, additionally b using the differentiation window, the mismatch derivative is calculated by the fuzzy controller based on the current speed, the corrected mismatch and the mismatch derivative using fuzzification blocks, fuzzy inference, the rule base and defuzzification are calculated nonlinearly based on the fuzzy inference procedure, the required pressure value in the brake cylinders to implement the necessary deceleration, which is transmitted using a communication channel to the pressure control unit in the brake cylinders, with by which, on the basis of a comparison of the current and required pressure values in the brake cylinders, three-position element control commands are generated, with which the release and braking valves are controlled.

The technical result is the possibility of remote automatic control of electro-pneumatic brakes of a train when transmitting control commands in the form of digital codes using a communication channel with the lack of frequent switching of the brake equipment operation modes, as well as excessive braking forces due to the non-linear control law based on the fuzzy inference procedure.

Figure 1 presents a block diagram of the inventive device for automatic control of electro-pneumatic brakes of a train. Figure 2 presents the membership functions of the terms "more than 20 km / h", "about 20 km / h", "about 7 km / h" of the linguistic variable "speed", figure 3 and figure 4 - membership functions of the terms " positive ”,“ approximately zero ”,“ negative ”linguistic variables“ mismatch ”and“ derivative of mismatch ”used in the fuzzy derivation procedure to determine the required pressure in the brake cylinders.

A device for automatically controlling electro-pneumatic brakes of a train comprises a program speed unit 1, the first, second, third, fourth, fifth, sixth and seventh inputs of which are connected respectively to a permanent memory unit 2, an automatic locomotive signaling unit 3, and an information receiving unit from track devices 4 , a path meter 5, a speed meter 6, an acceleration meter 7, and also a brake performance meter 8, a fuzzy controller 9 including fuzzification units 10, odd output 11, the rule base 12 and defuzzification 13, the first input of the fuzzy controller 9 is connected to the first output of the program speed unit 1, the differentiation unit 14. whose input is connected to the second output of the program speed unit 1, and the output to the second input of the fuzzy controller 9, block for mismatching the pressure in the brake cylinders 15. the first input of which is connected to the second output of the program speed unit 1, the second input to the output of the pressure sensor in the brake cylinders 16, and the output to the third input of the fuzzy control lera 9, communication channel 17, designed to transmit the required pressure in a digital code, connecting the output of the fuzzy controller 9 and the first input of the pressure control unit in the brake cylinders 18, the second input of which is connected to the output of the pressure sensor in the brake cylinders 16, a three-position relay element 19, the input of which is connected to the output of the pressure regulating unit in the brake cylinders 18, and the output is connected to the input of the block of release and braking valves 20, the output of which is connected to the input of the pressure sensor to the brakes znyh cylinders 16.

Consider the operation of the device on the example of a specific implementation of the method of automatic control of electro-pneumatic brakes of a train.

The program speed unit 1, based on information about the current speed, distance to the stopping point or the next speed limit, traffic signal codes, track profile on the section, the actual value of the brake coefficient received from the blocks of the permanent storage device 2, automatic locomotive signaling 3, receiving information from track devices 4, track meter 5, speed meter 6, acceleration meter 7, brake efficiency meter 8 at each time point, calculate the program speed the speed v _p corresponding to a given deceleration, as well as a mismatch in the program v _p and actual v speeds of motion e ₁ = v _p -v. The differentiation derivative 14 calculates the derivative of the mismatch de, and the mismatch correction block for the pressure in the brake cylinders 15 mismatch correct for the pressure in the brake cylinders according to the formula:

e = e ₁ + kP _mu,

similar to formula (1). The obtained values v _p , e, de are transmitted to the input of the fuzzy controller 9. Using the fuzzification unit 10, they are subjected to the fuzzification procedure using predetermined terms of the linguistic variables “speed”, “current mismatch”, “derivative mismatch”. The linguistic variable “speed” includes the linguistic terms “more than 20 km / h”, “about 20 km / h”, “about 7 km / h”. The linguistic variables “current mismatch” and “derivative mismatch” have the linguistic terms “positive”, “approximately zero”, “negative”. In this case, membership functions related to the type of piecewise continuous functions are used; their graphs are presented in FIGS. 2-4. Using the fuzzification procedure, the values of the membership functions of each linguistic term are determined. After completing the fuzzification procedure, the fuzzy inference procedure is performed using the fuzzy inference block 11 based on the rule base contained in the rule base block 12 and including the following rules:

.Rule 1: IF v “more than 20 km / h” And its “negative” And de “negative”, THEN $$P_{s_{\mathrm{one}}}=P_{tc}+f\mathrm{one}(e)$$

.

.Rule 2: IF v “more than 20 km / h” And its “positive” And de “negative”, THEN $${\mathrm{<figure-callout\; id="2"\; label="P\; s"\; filenames="00000010.png"\; state="\{\{state\}\}">P\; </figure-callout>}}_{s_{}}=P_{tc}-f2(e)$$

.

.Rule 3: IF v “about 20 km / h” And its “negative” And de “negative”, THEN $${\mathrm{<figure-callout\; id="3"\; label="P\; s"\; filenames="00000010.png"\; state="\{\{state\}\}">P\; </figure-callout>}}_{s_{}}=P_{tc}+f3(e)$$

.

.Rule 4: IF v “about 20 km / h” And its “negative” And de “negative”, THEN $$P_{s_{\mathrm{four}}}=0$$

.

.Rule 5: IF v “about 7 km / h” And its “negative” And de “negative”, THEN $${\mathrm{<figure-callout\; id="5"\; label="P\; s"\; filenames="00000010.png"\; state="\{\{state\}\}">P\; </figure-callout>}}_{s_{}}=P_{tc}+f\mathrm{four}(e)$$

.

The linear functions f1 (e), f2 (e), f3 (e), f4 (e) are used to calculate the values of the braking and tempering stages for various situations depending on the mismatch.

, где P_з - четкое выходное значение контроллера, определяющее задание для регулятора давления; m - число лингвистических правил, в данном случае m=5; α_r - значения функций принадлежности предпосылок каждого правила при конкретных входных сигналах v, e, de; $$P_{{з}_r}$$

- выходные переменные базы лингвистических правил. С помощью коммуникационного канала связи 17 передают рассчитанное значение требуемой величины давления в тормозных цилиндрах в блок регулирования давления в тормозных цилиндрах 18. С его помощью сравнивают значения заданного и текущего давлений в тормозных цилиндрах (на фиг.1 позиция не обозначена) и в зависимости от рассогласования формируют команды управления трехпозиционным элементом 19:The defuzzification unit 13 calculates the value of the required pressure value in the brake cylinders based on the results of a fuzzy conclusion. The weighted average method is used for this. $$P_s={\displaystyle \sum _{r=\mathrm{one}}^m{\alpha }_r\cdot P_{s_r}/{\displaystyle \sum _{r=\mathrm{one}}^m{\alpha }_r}}$$

where P _z - a clear output value of the controller that defines the task for the pressure regulator; m is the number of linguistic rules, in this case m = 5; α _r - values of membership functions of the premises of each rule for specific input signals v, e, de; $$P_{s_r}$$

- output variables of the base of linguistic rules. Using the communication communication channel 17, the calculated value of the required pressure value in the brake cylinders is transmitted to the pressure control unit in the brake cylinders 18. With it, the set and current pressure values in the brake cylinders are compared (the position is not indicated in Fig. 1) and depending on the mismatch form the command control three-position element 19:

- braking if ΔP> b,

- vacation, if ΔP <-b;

- overlapping, if -b <ΔP <b,

where ΔP = P _s -P _TC - pressure mismatch in the brake cylinders, 2b - deadband. As a result, the required pressure in the brake cylinders is realized.

The block for adjusting the mismatch in pressure in the brake cylinders makes it possible to take into account the already created braking force when the control action is found, and the differentiation unit allows for the dynamics of the change in the mismatch. The fuzzy controller implements the non-linear law of finding the required pressure in the brake cylinders, which helps to improve the quality of control. The presence of a brake pressure control unit integrated in the brake equipment module and directly controlling a three-position element allows solving the problem of command transmission delays from the upper level (auto-driving system) to the brake system via communication channels.

Thus, the use of the proposed device for automatic control of electro-pneumatic brakes and the method for its implementation allows us to solve the problem by expanding the functionality of the device for remote control of train brakes when implementing the auto-driving mode, ensuring an allowable number of switching modes of operation of the brake equipment and a smooth decrease in speed up to a stop , which increases its reliability, reduces wear and impact on the design ktsiyu rolling, does not violate the standard of driving comfort for the passengers.

Claims (2)

1. A device for automatically controlling electro-pneumatic brakes of a train, including a program speed unit, the first, second, third, fourth, fifth, sixth and seventh inputs of which are connected respectively to a permanent memory unit, an automatic locomotive signaling unit, a unit for receiving information from track devices, a meter paths, speed meter, acceleration meter, brake performance meter, as well as a three-position relay element and release and brake valves train system, characterized in that it further comprises a block for adjusting the pressure mismatch in the brake cylinders, a differentiation unit, a fuzzy controller including fuzzification units, a fuzzy output, a rule base unit, as well as a defocusing unit, a communication channel, a brake pressure control unit cylinders, a pressure sensor in the brake cylinders, and the first input of the fuzzy controller is connected to the first output of the program speed unit, transmitting the current speed from the speed meter growth, the second input - with the output of the differentiation unit connected to the second output of the program speed unit transmitting the mismatch of the current and program speeds, the third input - with the output of the pressure mismatch correction unit in the brake cylinders, the first input of which is also connected to the second output of the program speed unit and the second - to the output of the pressure sensor in the brake cylinders, the first input of the pressure control unit in the brake cylinders is connected to the output of the fuzzy controller using communication of the communication channel, and the second input is with the output of the pressure sensor in the brake cylinders, the input of the three-position relay element is connected to the output of the pressure control unit in the brake cylinders, and the output is connected to the input of the block of release and brake valves, the output of which is connected to the input of the pressure sensor in the brake cylinders. 2. A method of automatically controlling electro-pneumatic brakes of a train, which consists in the fact that based on information about the current speed, distance to the stopping point or the next speed limit, traffic light signal codes, track profile on the section, the actual value of the brake coefficient, the program speed is calculated, the program mismatch is determined and actual speeds, correct the mismatch with the pressure in the brake cylinders, control the valves and braking of the brake system of a train, characterized in that the derivative of the mismatch of the program and actual speeds is calculated, using the fuzzy controller, on the basis of the fuzzy inference procedure, the required pressure value in the brake cylinders is determined, which is transmitted to the pressure regulating unit in the brake cylinders, and the required and actual pressure values, on the basis of which the mode of operation of the brake system is selected.

Images