WO2019024573A1 - Procédé de commande de force de freinage segmentée fondé sur la vitesse - Google Patents

Procédé de commande de force de freinage segmentée fondé sur la vitesse Download PDF

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Publication number
WO2019024573A1
WO2019024573A1 PCT/CN2018/088036 CN2018088036W WO2019024573A1 WO 2019024573 A1 WO2019024573 A1 WO 2019024573A1 CN 2018088036 W CN2018088036 W CN 2018088036W WO 2019024573 A1 WO2019024573 A1 WO 2019024573A1
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WIPO (PCT)
Prior art keywords
braking
speed
deceleration
curve
braking force
Prior art date
Application number
PCT/CN2018/088036
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English (en)
Chinese (zh)
Inventor
徐红星
肖飞
曾要争
张潜
鄢艳丽
朱建安
刘兵
Original Assignee
中车南京浦镇车辆有限公司
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Publication of WO2019024573A1 publication Critical patent/WO2019024573A1/fr

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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

Definitions

  • the invention relates to the field of rail vehicle brake system design, in particular to a speed-based segmented braking force control method.
  • the technical problem to be solved by the present invention is to solve the above-mentioned deficiencies of the prior art, and to provide a speed-based segmented braking force control method, which is characterized in that the electric braking capability curve is segmented.
  • the basis of the braking force control through the speed signal output by the speed sensor and the application level of the vehicle brake, the braking system automatically performs the braking control according to the corresponding deceleration on the braking curve, which can effectively solve the problem of high speed sliding and transient wear.
  • the technical solution adopted by the present invention is:
  • a speed-based segmented braking force control method includes the following steps.
  • Step 1 Draw the equivalent braking curve of the electric brake: firstly, the speed V is the horizontal axis, and the speed is in the range of 0-120 km/h; then the deceleration a is the vertical axis, and the electric braking constant power characteristic is drawn.
  • the interval is low speed section, the train runs at the equivalent deceleration a 1 , the speed V is in the high speed section in the interval of 95-120km/h, and the train runs at a variable deceleration, wherein the equivalent deceleration corresponding to 120km/h is a 2 .
  • Step 2 Equivalent deceleration and speed curve when drawing 100% braking level: Under the same coordinate axis as step 1, use the following formula (1) to draw the equivalent deceleration and speed when 100% braking level Curve; the curve after drawing is stored in the brake system or traction system.
  • a 1 and a 0 are constants, and a 0 is the equivalent deceleration corresponding to 120 km/h in the speed deceleration and velocity curve when the brake is in the 100% braking level, a 1 >a 0 , and a 0 It is 0.9-0.95 times that of a 2 .
  • Step 3 Equivalent deceleration and speed curves when drawing other braking levels: Other braking levels include 90% braking level, 70% braking level, 50% braking level and 30% braking level Bit; under the same coordinate axis as step 1, according to the following formula (2), sequentially draw the deceleration and velocity curves corresponding to each of the other braking levels; the curve is stored in the braking system after drawing Or in the traction system;
  • k is the proportional value of the corresponding brake level.
  • Step 4 Speed signal acquisition: a speed sensor is arranged on the subway train, and the speed sensor is respectively connected with the signal system, the braking system and the traction system; the speed sensor collects the speed signal of the subway train in real time, and collects the speed signal. It is simultaneously transmitted to the signal system, brake system and traction system.
  • Step 5 Braking level application: The train control unit VCU requests the braking system and the traction system to apply braking according to the braking level according to the braking command and the current analog quantity signal issued by the controller or the signal system.
  • Step 6 Deceleration determination: Deceleration determination method, including the following steps.
  • Step 61 Select the braking level deceleration and speed curve: the braking system or the traction system applies the braking level applied according to step 5, and the system stored in steps 2 and 3 according to the principle that the proportional values in the braking level are equal. Select the required brake level deceleration and speed curve in the dynamic stage deceleration and speed curve.
  • Step 62 Deceleration determination: according to the speed signal acquired in step 4, selecting the deceleration value corresponding to the speed signal from the braking level deceleration and speed curve selected in step 61, that is, the deceleration required to be determined .
  • Step 7 Calculation and application of electric braking force:
  • the braking system or the traction system determines the real-time deceleration of the train according to step 62, calculates the braking force required by the vehicle according to the load signal, and sends the calculated braking force to the traction system.
  • the electric braking force request value causes the subway train to operate at the deceleration determined in step 62.
  • step 7 when calculating the electric braking force: based on the braking stage deceleration and speed curve stored in steps 2 and 3, the slope of the deceleration is fitted in the high speed section of 95-120 km/h. Into a rising step curve, the step width is 0.5-1.5km / h.
  • the speed sensor in step 4 is a three-channel sensor.
  • step 4 the controller or signal system applies the brake level to the brake system, and the brake system is connected to the traction system through the interface, and the traction system sends the “electric braking force capability value” based on the bogie to the brake system. And an "electric braking state"; the braking system sends an "electric braking force request” based on the effective power bogie to the traction system; after the traction system receives the "electric braking force request” signal, applies the electrical system requested by the braking system At the same time, the traction system needs to feed back the "actual value of electric braking force” to the brake system.
  • the brake system will send an "electric braking force request" based on the active power bogie to the traction system via the train control network MVB.
  • the brake system will send an "electric braking force request" based on the active power bogie to the traction system via the train control network MVB.
  • the speed is divided into low speed section of 0km/h-95km/h and high speed section of 95km/h-120km/h.
  • the low speed section adopts constant deceleration control
  • the high speed section adopts reduction and reduction.
  • Speed control with a speed of 95km/h as the demarcation point, achieves the efficiency of braking deceleration and the balance of wheel and rail adhesion utilization, providing full utilization of electric braking capability, reducing brake wear and post-maintenance costs.
  • the speed sources used by the signal system, the traction system and the braking system are consistent, avoiding the inconsistency of the vehicle deceleration due to the inconsistent speed of the various systems.
  • the deceleration definition in the segment braking force curve is based on the adhesion between the wheel and rail and the electric braking capability curve.
  • the principle is that 100% use electric braking, and the high speed section braking deceleration curve is based on the electric braking constant characteristic curve. In the high speed section, the air brake is not supplemented, and the brake wear is reduced.
  • segment braking force curve In the high-speed section, while making full use of electric braking, the real-time calculation of air braking lags behind the application and feedback of electric braking. As the speed decreases, the demand for air braking to decelerate gradually
  • the high-speed section segment braking force adopts the undercut electric brake constant power characteristic curve, so that the braking deceleration demand is less than the electric braking capacity by 5-10%, ensuring that the high-speed section completely uses the electric brake for braking. .
  • the air brake system is prevented from replenishing unnecessary air braking force when the electric braking force is sufficient to meet the braking demand.
  • Figure 1 shows the deceleration and velocity curves for the 100% braking level in the present invention.
  • Figure 2 shows the segmented braking force curves for different braking levels.
  • Figure 3 shows the relationship between the segment braking force curve and the electric brake constant power characteristic curve.
  • Fig. 4 is a block diagram showing the data interface of the segment braking force control method of the present invention.
  • Figure 5 shows a schematic of the rising step fit curve.
  • the speed is divided into a low speed section of 0-95 km/h and a high speed section of 95-120 km/h.
  • a speed-based segment braking force control method includes the following steps.
  • Step 1 Draw an electric brake equivalent deceleration curve.
  • the velocity V is the horizontal axis, and the speed ranges from 0 to 120 km/h. Then, with the deceleration a as the vertical axis, the electric brake equivalent of the electric brake constant power characteristic as shown in Fig. 3 is drawn. Deceleration curve.
  • the electric brake equivalent deceleration curve is drawn with 100% electric braking force, that is, the maximum electric braking force is adopted.
  • the speed V is in the low speed section in the range of 0-95km/h
  • the train runs at the equivalent deceleration a 1
  • the speed V is in the high speed zone in the interval of 95-120km/h.
  • Step 2 draw the equivalent deceleration and speed curve of the brake when the 100% brake level is drawn.
  • the equivalent deceleration and speed curves are plotted in the 100% braking level according to the following formula (1); the plotted curve is stored in the braking system or the traction system.
  • a 1 and a 0 are constants, and a 0 is the equivalent deceleration corresponding to 120 km/h in the speed deceleration and velocity curve when the brake is in the 100% braking level, a 1 >a 0 , and a 0 It is 0.9-0.95 times that of a 2 .
  • the low speed section adopts the constant deceleration control
  • the high speed section adopts the variable deceleration control
  • the braking starts from the initial speed of 120 km/h, and the deceleration gradually increases with the decrease of the speed.
  • the deceleration curve at 95km/h is consistent with the electric brake equivalent deceleration curve point, that is, the deceleration requirement of the whole vehicle is 1.074.
  • the curve of the deceleration from 95km/h is a straight line, and the electric system
  • the dynamic equivalent deceleration curve (arc) starts from 95km/h, and the deceleration to 120km/h is 0.88.
  • the guaranteed deceleration curve is below the electric brake equivalent deceleration curve.
  • the braking force of the whole vehicle can be completely applied by the electric brake, avoiding the use of air brake and reducing brake shoe wear.
  • Step 3 Draw the equivalent braking deceleration and speed curve for other braking levels: Other braking levels include 90% braking level, 70% braking level, 50% braking level and 30% system In the same coordinate axis as in step 1, according to the following formula (2), the deceleration and speed curves corresponding to each of the other brake level positions shown in FIG. 2 are sequentially drawn; The drawn curve is stored in the brake system or traction system.
  • k is the proportional value of the corresponding brake level, and k is 90%, 70%, 50% or 30%, respectively.
  • the braking deceleration in the full speed section is 50% of the deceleration corresponding to the 100% braking level.
  • Step 4 Speed signal acquisition: a speed sensor is arranged on the subway train, and the speed sensor signal is respectively connected with the signal system, the braking system and the traction system; the speed sensor collects the speed signal of the subway train in real time, and the speed of the acquisition is obtained.
  • the signals are simultaneously transmitted to the signal system, the brake system and the traction system.
  • the speed sensor described above is preferably a three-channel sensor.
  • the above controller or signal system preferably applies a brake level to the brake system.
  • the brake system is connected to the traction system through an interface, and the traction system sends the "electric braking force" based on the bogie to the brake system.
  • “Capacity value” and “electric braking state”; the braking system preferably transmits an "electric braking force request” based on the effective power bogie to the traction system through the train control network MVB; the traction system receives the "electric braking force request" After the signal, the electric braking force requested by the brake system is applied; at the same time, the traction system needs to feed back the "actual value of the electric braking force" to the braking system.
  • the above brake system is also an air brake system.
  • the electric brake is used 100%, and the high-speed section braking deceleration curve is based on the electric brake constant power characteristic curve, and the air brake is not supplemented in the high speed section, thereby reducing the brake wear.
  • the above-mentioned braking system is arranged to provide protection for electric braking in the traction system to prevent power failure or circuit failure.
  • Step 5 Braking level application: The train control unit VCU requests the braking system and the traction system according to the braking level (current) according to the braking command issued by the controller or the signal system and the current analog signal (4-20 mA). Analog signal) applies brake.
  • Step 6 Deceleration determination: Deceleration determination method, including the following steps.
  • Step 61 Select the braking level deceleration and speed curve: the braking system or the traction system applies the braking level applied according to step 5, and the system stored in steps 2 and 3 according to the principle that the proportional values in the braking level are equal. Select the required brake level deceleration and speed curve in the dynamic stage deceleration and speed curve.
  • Step 62 Deceleration determination: according to the speed signal acquired in step 4, selecting the deceleration value corresponding to the speed signal from the braking level deceleration and speed curve selected in step 61, that is, the deceleration required to be determined .
  • Step 7 Calculation and application of electric braking force:
  • the braking system or the traction system determines the real-time deceleration of the train according to step 62, calculates the braking force required by the vehicle according to the load signal, and sends the calculated braking force to the traction system.
  • the electric braking force request value causes the subway train to operate at the deceleration determined in step 62.
  • the braking system determines the real-time deceleration in which the train is located according to step 62, and calculates the braking force required for the entire vehicle according to the load signal, and the braking system transmits the electric braking force request value to the traction system according to FIG.
  • the electric brake will exert the electric braking force according to its own ability, and the traction system will send the actual value of the electric braking force to the braking system in real time. If the actual value of the electric braking can meet the electric braking force request value, the air brake will not be replenished.
  • the vehicle deceleration will be braked according to the deceleration curve; if the actual value of the electric brake cannot meet the electric braking force request value, the air brake will supplement the remaining braking force, and the vehicle deceleration will still be based on the deceleration curve. brake.
  • step 7 when calculating the electric braking force: based on the braking stage deceleration and speed curve stored in steps 2 and 3, the slope of the deceleration is fitted in the high speed section of 95-120 km/h.
  • the step width is preferably 0.5-1.5 km/h.
  • the electric braking force can be sufficiently time-responsive and applied, and the actual deceleration curve is fitted by the rising step curve shown in FIG.
  • the braking system calculates the braking force of the whole vehicle according to the current speed at the starting point of one step, and sends the electric braking request value and the actual value of the electric braking in sufficient time in the range of the step, and the electric brake is fully applied.
  • the brake system will calculate the braking force of the vehicle again according to the actual vehicle speed. This can reduce the data processing capacity of the traction and braking, because the braking speed is sampled at 32 ms. If the step width is not set, the braking force changes periodically. It will be 32ms, the braking force of the whole vehicle will always be in the state of jitter, the electric brake is not fully established, and the new electric brake demand value has changed, which is not conducive to vehicle shake and smoothness control.
  • the inventive concept is simple, simple to control, and convenient to implement. On the one hand, it reduces the need for adhesion between the high-speed section and the wheel-rail, which greatly reduces the taxiing of the train and reduces the risk of punching after the train is taxiing. On the other hand, it fully utilizes the electric braking capability to achieve the braking force in the high-speed section.
  • the demand value does not exceed the electric brake constant power characteristic curve, and the high speed section does not supplement the air brake to reduce the wear of the brake pad.
  • the invention can be widely used in an elevated line subway or intercity train with a speed of more than 100 km/h.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de commande de force de freinage segmentée fondé sur la vitesse, le procédé comprenant les étapes consistant : à tracer une courbe de décélération et de vitesse à un niveau de freinage de 100 % ; à tracer des courbes de décélération et de vitesse à d'autres niveaux de freinage ; à capturer un signal de vitesse ; à appliquer un niveau de freinage ; à déterminer la décélération, et à calculer et à appliquer une force de freinage électrique. Dans cette solution, une courbe de capacité de freinage électrique sert de fondement à une commande de force de freinage segmentée, et au moyen d'un signal de vitesse émis par un capteur de vitesse et du niveau de freinage appliqué à un véhicule, un système de freinage effectue automatiquement une commande de freinage en fonction d'une décélération correspondante sur la courbe de freinage, de sorte que les problèmes de glissement dans un segment à grande vitesse et d'usure excessive peuvent être efficacement résolus.
PCT/CN2018/088036 2017-07-31 2018-05-23 Procédé de commande de force de freinage segmentée fondé sur la vitesse WO2019024573A1 (fr)

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CN201710639492.2A CN107472292B (zh) 2017-07-31 2017-07-31 基于速度的分段制动力控制方法
CN201710639492.2 2017-07-31

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CN107472292B (zh) * 2017-07-31 2019-03-08 中车南京浦镇车辆有限公司 基于速度的分段制动力控制方法
CN109238752B (zh) * 2018-08-10 2021-01-05 中车南京浦镇车辆有限公司 一种低地板车辆列车速度诊断方法
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CN112230641B (zh) * 2019-06-28 2022-04-15 比亚迪股份有限公司 车辆的制动曲线的生成方法和装置
CN110920587B (zh) * 2019-12-20 2022-04-08 重庆艾博瑞威轨道交通设备有限公司 一种旅游观光火车分段式制动系统
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