WO2019095699A1 - 一种轨道列车制动控制系统及列车 - Google Patents

一种轨道列车制动控制系统及列车 Download PDF

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Publication number
WO2019095699A1
WO2019095699A1 PCT/CN2018/093605 CN2018093605W WO2019095699A1 WO 2019095699 A1 WO2019095699 A1 WO 2019095699A1 CN 2018093605 W CN2018093605 W CN 2018093605W WO 2019095699 A1 WO2019095699 A1 WO 2019095699A1
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WIPO (PCT)
Prior art keywords
control unit
brake
train
vehicle
braking force
Prior art date
Application number
PCT/CN2018/093605
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English (en)
French (fr)
Inventor
杜群威
陈磊
杨永勤
许红梅
周波
曹科宇
方培嫘
孟庆栋
吉振山
高珊
Original Assignee
中车唐山机车车辆有限公司
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Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=66538490&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2019095699(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Priority to EP18879098.4A priority Critical patent/EP3628563B1/en
Priority to DK18879098.4T priority patent/DK3628563T3/da
Priority to US16/627,327 priority patent/US11420602B2/en
Publication of WO2019095699A1 publication Critical patent/WO2019095699A1/zh

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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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • 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
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/34—Control or regulation of multiple-unit electrically-propelled vehicles with human control of a setting device
    • B60L15/36—Control or regulation of multiple-unit electrically-propelled vehicles with human control of a setting device with automatic control superimposed, e.g. to prevent excessive motor current
    • 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
    • B60L15/42—Adaptation of control equipment on vehicle for actuation from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
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    • 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
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/128—Self-acting brakes of different types for railway vehicles
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
    • B60T8/1893—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for railway vehicles
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3235—Systems specially adapted for rail vehicles
    • 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
    • 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
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/26—Vehicle weight
    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
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    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
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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

Definitions

  • the present application relates to the field of rail transit, and in particular to a rail train brake control system and a train.
  • the traditional large railway passenger car transmits the brake control signal through the pressure change of the train pipe, and can be flexibly grouped through the train tube throughout the entire train.
  • the high-speed rails are all in the form of fixed marshalling. They are divided into 8 groups and 16 groups, which cannot be flexibly grouped.
  • the existing fixed grouping method has determined the control structure of the brake device and the braking force control method.
  • the braking force control process is also fixed.
  • the train formation form is calculated and assigned.
  • the braking mode is mainly through the train pipe running through the whole passenger train, and then through the three-way valve, the train pipe decompression applies braking, and the boosting relies on the braking mode to achieve braking. It also transmits air brake commands only through the train pipe, and it is impossible to perform more advanced braking force control.
  • embodiments of the present application are expected to provide a rail train brake control system.
  • the rail train includes a plurality of cars, the plurality of cars including a power car and a non-power car, and the system includes: a bicycle brake control unit, a vehicle brake control unit, a traction control unit, and a communication control unit,
  • Each of the rail trains is provided with a bicycle brake control unit, and a vehicle brake unit and a communication control unit are disposed in the carriages at both ends of the rail train, and the traction control unit is disposed at the power of the plurality of carriages
  • the bicycle brake control unit, the vehicle brake control unit, the traction control unit and the communication control unit realize communication through a gateway;
  • the vehicle brake control unit is configured to calculate an air brake force and an electric brake force to be applied according to the brake information sent by the bicycle brake control unit and the traction control unit;
  • the bicycle brake control unit is configured to perform air brake on the train according to an air brake force required to be applied by the vehicle brake control unit;
  • the traction control unit is configured to electrically brake the train according to an electric braking force that needs to be applied sent by the vehicle brake control unit;
  • the communication control unit is configured to receive a brake command sent by the driver controller, and send the brake command to the system executed by the brake command.
  • each of the cars is internally provided with a multi-function train bus
  • the bicycle brake control unit, the vehicle brake control unit, the traction control unit, and the communication control unit are connected to the multi-function a train bus
  • the multi-function train bus is connected to the gateway
  • the gateway between the plurality of cars is connected by an articulated train bus.
  • the vehicle braking unit includes a main unit and a secondary unit, the main unit is a vehicle braking unit in a compartment of the driver's side, and the auxiliary unit is a vehicle in the other end of the vehicle.
  • the brake unit is connected between the main unit and the auxiliary unit through a gateway, and when the main unit fails, the auxiliary unit is upgraded to a main unit.
  • the vehicle braking unit is further configured to:
  • Receiving the communication control unit calculates the actual train speed obtained according to the statistical result
  • the bicycle brake control unit is further configured to:
  • the car information Pre-storing the car information of the corresponding car and transmitting to the vehicle brake control unit and the communication control unit, the car information including at least whether the car corresponding to the bicycle brake control unit is a power car;
  • the bicycle brake control unit disposed on the power vehicle receives the maximum available electric braking force of the bicycle and the actually applied electric braking force transmitted by the traction control unit provided on the same vehicle, and receives the request for the request sent by the vehicle brake control unit.
  • Electric braking force Electric braking force
  • the vehicle speed information of each car is detected, and the vehicle speed information is transmitted to the vehicle brake control unit and the communication control unit.
  • the bicycle brake control unit is further configured to: detect a pressure of an air spring between the vehicle and the bogie, and convert the pressure to obtain vehicle weight information of each car.
  • the bicycle brake control unit is further configured to:
  • the brake command including at least a common brake and an emergency brake
  • the braking command is a common brake, receiving the required air braking force sent by the vehicle braking control unit and applying the same, and transmitting the actually applied air braking force to the vehicle braking control unit;
  • the bicycle brake control unit is further configured to:
  • the traction control unit When the car corresponding to the bicycle brake control unit is the power car and receives the coasting brake command issued by the driver controller sent by the communication control unit, the traction control unit provided on the same car is cut off.
  • the bicycle brake control unit is further configured to: perform fault diagnosis on the corresponding vehicle.
  • the traction control unit is further configured to:
  • the vehicle speed information of each car is detected, and the vehicle speed information is transmitted to the bicycle brake control unit and the communication control unit.
  • the traction control unit is further configured to:
  • the traction control unit is further configured to:
  • the communications control unit is further configured to:
  • the brake command currently required to be executed is selected in the first brake command and the second brake command according to a preset rule and sent to the corresponding device.
  • the communication control unit is further configured to: receive speed information sent by the vehicle brake control unit, the bicycle brake control unit, and the traction control unit, and calculate a current train according to the speed information. Actual speed.
  • the present application also provides a train on which the rail train brake control system as described above is disposed.
  • the control system described in the present application acquires the braking force to be applied by information such as the weight of the vehicle, the speed of the vehicle, and the like, and controls the electric braking force and the air braking force respectively to apply, and a bicycle brake control unit is provided on each of the cars for applying. Air braking force, and a traction control unit is set on each power car for applying electric braking force, and centralized control by the vehicle brake control unit, which can realize flexible grouping of trains according to different needs of passenger flow and maintenance mode. .
  • FIG. 1 is a schematic diagram of the principle of a rail train brake control system according to the embodiment
  • FIG. 2 is a schematic diagram showing the installation position and network topology of the rail train brake control system according to the embodiment
  • FIG. 3 is a schematic diagram of information interaction of a rail train brake control system according to the embodiment.
  • FIG. 4 is a schematic diagram of information exchange of the rail train brake control system in the normal operation of the train according to the embodiment
  • FIG. 5 is a schematic diagram of information exchange of the rail train brake control system in the common braking of the train according to the embodiment.
  • This embodiment proposes a rail train brake control system which is arranged on a rail train.
  • the rail train is in the form of a conventional train, including a plurality of cars, and the cars are divided into a power car and a non-power car.
  • the system includes a bicycle brake control unit, a vehicle brake control unit, a traction control unit, and a communication control unit, and each of the rail trains is provided with a bicycle brake control unit, and a vehicle braking unit and a communication control unit are disposed in the carriages at both ends of the rail train, and the traction control unit is disposed in the power vehicles of the plurality of vehicles, the bicycle brake control unit and the vehicle brake control unit
  • the traction control unit and the communication control unit communicate via a gateway.
  • the vehicle brake control unit (TBCU: Train Brake Control Unit) is disposed in the first and last cars, and is responsible for controlling the braking force management of the entire train for calculating the braking information according to the bicycle brake control unit and the traction control unit. Applied air braking force and electric braking force;
  • the bicycle brake control unit (VBCU: Vehicle Brake Control Unit) is disposed in each of the cars, and is responsible for controlling the bicycle braking force calculation, and performing air braking on the train according to the air braking force required to be applied by the TBCU;
  • the traction control unit (TCU: Traction Control Unit) is disposed on the power vehicle, is responsible for traction control, and electrically brakes the train according to the electric braking force required to be applied by the TBCU;
  • the communication control unit (CCU: Central Control Unit) is disposed in the first and last cars, and is connected to a driver controller for receiving a brake command sent by the driver controller, and sending the brake command to the brake command station Execute the system.
  • the network of the rail train described in this embodiment adopts a train communication network (TCN: Train Communication Network) structure, and each compartment is internally a multi-function vehicle bus (MVB: Multifunction Vehicle Bus) network, and all the compartments are provided.
  • TCN Train Communication Network
  • MVB Multifunction Vehicle Bus
  • the internal network device transmits control information through the MVB protocol.
  • the network between the cars is a WTB (Wired Train Bus) network, and the WTB data and MVB data are forwarded through a gateway provided in the car.
  • the brake command sent by the driver controller is sent to the gateway through the CCU.
  • the brake control system described in this embodiment adopts a two-stage control structure, and the TBCU and the VBCU together form a total brake control unit (BCU: Brake Control Unit).
  • BCU Brake Control Unit
  • TBCU is responsible for the brake management of the whole train
  • VBCU is responsible for applying the brake of the vehicle.
  • the first and last compartments are two-layer structure of TBCU and VBCU. The whole brake force management and the brake control of the vehicle are carried out. The rest of the vehicles are only VBCU, which is only responsible for the brake control of the vehicle.
  • the two TBCUs of the first and last compartments are redundant.
  • the TBCU of the driver's car is the main TBCU, and the TBCU on the other side is the auxiliary TBCU.
  • the two TBCUs communicate with each other's vital signals.
  • the main TBCU fails the auxiliary TBCU actively switches to The main TBCU performs the entire column of brake control.
  • TCU Train Brake Control Unit
  • Receiving the communication control unit calculates the actual train speed obtained according to the statistical result
  • BCU Vehicle Brake Control Unit
  • the car information Pre-storing the car information of the corresponding car and transmitting to the vehicle brake control unit and the communication control unit, the car information including at least whether the car corresponding to the bicycle brake control unit is a power car;
  • the bicycle brake control unit disposed on the power vehicle receives the maximum available electric braking force of the bicycle and the actually applied electric braking force transmitted by the traction control unit provided on the same vehicle, and receives the request for the request sent by the vehicle brake control unit.
  • Electric braking force Electric braking force
  • the brake command includes at least a common brake and an emergency brake; and when the brake command is a common brake, receiving the transmission sent by the entire vehicle brake control unit Require the requested air braking force and apply to transmit the actual applied air braking force to the vehicle brake control unit; when the brake command is emergency braking, apply emergency braking through the train emergency brake safety circuit;
  • the traction control unit disposed on the same car is cut off;
  • TCU Traction Control Unit
  • a brake command currently required to be executed according to a preset rule for example, selecting a brake command that performs the maximum braking force or according to a specific
  • the brake command command source sequentially applies the brake, and when the driver controller and the ATP have the brake command, the ATP brake command is preferentially applied;
  • the braking system needs to explicitly acquire the following train parameters during the braking force control process:
  • the gateway of each car is recorded with the train and the car number through software. If the four-digit code is used, 0408, the first two digits represent the train number, and the last two digits represent the vehicle number. After the train is flexibly grouped, the information is sent through the gateway, and the train grouping information can be checked on the human-machine interface (HMI) of the driver's cab. At the same time, the CCU will also obtain train marshalling information.
  • HMI human-machine interface
  • the TBCU obtains the grouping information of the train, and checks the number and information of the VBCU. If there is any inconsistency, the fault is prompted; if it is always, the braking control is performed on this number.
  • the air spring and the vehicle weight characteristics are collected: the air spring and the vehicle weight characteristics, and whether it is a power car or the like.
  • the four-way BCU_Ident signal is input through the input board of the VBCU, and the BCU detects the 0/1 status of the four-way signal to determine the BCU number, such as 0001 for BCU No. 1 and 1011 for BCU No. 11.
  • the BCU confirms its own number and then confirms the BHU's air spring and vehicle weight characteristics and whether it is a power car through the information of each BCU in the BCU software.
  • the TBCU When the train is powered on every time, the TBCU will check the train's grouping information. If the grouping information is found to be incorrect or inconsistent, the TBCU will report the fault information.
  • FIG. 4 is a schematic diagram of information exchange of each unit in the system in the normal operation process of the train.
  • the VBCU determines the weight of the corresponding car according to the air spring pressure, and then sends the weight of the car to the TBCU and the TCU, and the TBCU calculates the train. total weight.
  • the VBCU sends the wheel speed information to the TBCU, which sends the motor speed to the CCU. Based on the comprehensive judgment, the CCU determines that the train speed is sent to the TBCU and the TCU.
  • the VBCU determines the maximum available air braking force based on speed and vehicle weight, and the TCU determines the maximum available electric braking force based on speed and vehicle weight.
  • FIG. 5 is a schematic diagram showing information exchange of each unit in the system in the embodiment when the train is in a common braking manner.
  • the CCU receives the brake command issued by the driver controller for the common brake, and sends the brake command of the common brake to the TBCU;
  • the TCU sends the maximum available electric braking force to the TBCU via the VBCU;
  • the VBCU simultaneously sends the maximum to the TBCU.
  • the TBCU determines the braking acceleration by the braking command and the vehicle speed, and determines the total braking force according to the total weight of the train, and calculates the requested braking force of each VBCU and the corresponding TCU according to the preset braking force distribution strategy.
  • the requested air braking force and the electric braking force if the current car is a powered car, the TBCU requests the VBCU to apply an electric braking force, and the VBCU forwards the requested electric braking force to the TCU of the vehicle; and the TBCU requests the VBCU for the air braking force;
  • the TCU set on the power car receives the requested electric braking force, outputs the electric braking force through the traction motor, and feeds the actually applied electric braking force to the TBCU via the VBCU set on the same car; the VBCU receives the requested air braking force, and passes the foundation.
  • the brake device applies an air braking force and transmits the applied air braking force to the TBCU.
  • the preset braking force distribution strategy in the TBCU includes an electric brake priority distribution mode, an average distribution mode, and a snow removal mode.
  • the electric brake priority distribution mode preferentially distributing the electric braking force, the portion of the electric braking force insufficient is supplemented by the air brake, and the air brake of the trailer is preferentially supplemented;
  • the average distribution mode all the cars are evenly distributed with the total braking force, and for the braking force that the power car needs to apply, the electric braking force on the power car is preferentially used;
  • the snow removal mode all air brakes apply a small brake cylinder pressure value, such as 50 kPa, to cause the base brake device to generate a slight braking force, generate heat, and perform snow removal.
  • a small brake cylinder pressure value such as 50 kPa
  • the snow brake intermittent cycle is applied, for example, the cycle is applied for 30s, and the relief is repeated for 30s. It is applied at low speed (such as below 100km/h).
  • the VBCU determines the maximum available total braking force f tmax of the power car based on the speed and the weight of the vehicle;
  • the TCU sends the maximum available electric braking force f edmax to the VBCU and the electric braking force f ed ;
  • the maximum available air braking force f epmax the maximum available total braking force f tmax - the maximum available electric braking force f edmax ;
  • the maximum available electric braking force f edmax is effective and the electric braking force f ed is also effective
  • the maximum available air braking force f epmax the maximum available total braking force f tmax - the electric braking force f ed .
  • valid means that there is a transmission value, and the data valid bit is 1; invalid means that no value is sent, and the data valid bit is 0.
  • the embodiment further provides a train including the above-mentioned rail train brake control system, in each of the trains, a VBCU is provided, and in the compartment of the power car, a TBCU is also provided, and the train is
  • the TBCU and CCU are installed in the first and last compartments, and the braking force to be applied is obtained by information such as the weight of the vehicle and the speed of the vehicle, and the electric braking force and the air braking force are respectively controlled to be applied, and the bicycle brake control unit is set on each of the cars. It is used to apply air braking force, and a traction control unit is set on each power car for applying electric braking force, and centralized control by the whole vehicle brake control unit, which can realize the train according to different needs of passenger flow and maintenance mode.
  • Flexible grouping in each of the trains, a VBCU is provided, and in the compartment of the power car, a TBCU is also provided, and the train is
  • the TBCU and CCU are installed in the first and last compartments, and

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Abstract

一种轨道列车制动控制系统，包括：单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元，轨道列车的每个车厢均设置有单车制动控制单元，并在轨道立车的两端的车厢中设置有整车制动单元和通信控制单元，牵引控制单元设置在多个车厢的动力车中，单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元通过网关实现通信。该系统可实现列车的灵活编组。以及一种包括列车制动控制系统的列车。

Description

一种轨道列车制动控制系统及列车 技术领域
本申请涉及轨道交通领域，尤其涉及一种轨道列车制动控制系统及列车。
背景技术
目前，传统的大铁路客车通过列车管的压力变化进行制动控制信号的传输，通过贯穿整列的列车管可以进行灵活编组。高铁都是固定编组的形式，分为8编组和16编组两种，无法灵活编组。
随着客运多样化的发展，为适应多样化的客流和检修趋势，高铁的发展也逐步向灵活编组方向发展。但是在实现灵活编组的同时，对于制动控制的要求随之而来，例如，现有的固定编组方式已经确定了制动设备的组成结构与制动力的控制方法，制动力控制过程也是按照固定的列车编组形式计算与分配的。当数量发生变化后，系统无法正常工作，也就无法实现灵活编组。另外，对于传统的大铁路客车，其制动方式主要是通过贯穿整列客车的列车管，再通过三通阀，列车管减压施加制动，升压缓解制动的方式实现制动的。其也仅仅通过列车管传递空气制动指令，无法进行更高级的制动力控制。
发明内容
有鉴于此，本申请实施例期望提供一种轨道列车制动控制系统。
为达到上述目的，本申请实施例的技术方案是这样实现的：
所述轨道列车包括多个车厢，所述多个车厢包括动力车和非动力车，所述系统包括：单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元，所述轨道列车的每个车厢均设置有单车制动控制单元，并在轨道列车的两端的车厢中设置有整车制动单元和通信控制单元，所述牵引控制单元设置在所述多个车厢的动力车中，所述单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元通过网关实现通信；
所述整车制动控制单元，用于根据单车制动控制单元以及牵引控制单元发送的制动信息计算需要施加的空气制动力和电制动力；
所述单车制动控制单元，用于根据整车制动控制单元发送的需要施加的空气制动力对列车进行空气制动；
所述牵引控制单元，用于根据整车制动控制单元发送的需要施加的电制动力对列车进行电制动；
所述通信控制单元，用于接收司机控制器发送的制动指令，并将所述制动指令发送至所述制动指令所执行系统。
在一些可选的实现方式中，所述每个车厢内部设置有多功能列车总线，所述单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元均连接所述多功能列车总线，所述多功能列车总线连接网关，所述多个车厢之间的网关通过铰接式列车总线连接。
在一些可选的实现方式中，所述整车制动单元包括主单元和辅单元，所述主单元为司机所在一端车厢中的整车制动单元，辅单元为另一端车厢中的整车制动单元，所述主单元与辅单元之间通过网关连接，当所述主单元发生故障时，所述辅单元升级为主单元。
在一些可选的实现方式中，所述整车制动单元具体还用于：
接收通信控制单元发送的司机控制器发出的制动指令，所述制动指令至少包括制动级位；
接收每个单车制动控制单元发送的每个车厢的车重信息，根据每个车厢的车重信息计算列车总重量进行锁存，并在每次列车启动时更新所述列车总重量；
接收并统计每个单车制动单元发送的车速信息，将统计结果发送至通信控制单元；
接收通信控制单元根据统计结果计算获得的列车实际速度；
根据所述制动级位和所述列车实际速度获得列车当前制动加速度，并根据所述列车总重量和所述列车当前制动加速度获得列车的总制动力；
接收每个动力车上设置的单车制动控制单元发送的单车最大可用电制动 力，并根据所述单车最大可用电制动力计算列车总最大可用电制动力；
根据所述列车的总制动力和列车总最大可用电制动力计算每个动力车上设置的牵引控制单元需要请求的电制动力，并通过单车制动控制单元发送至牵引控制单元，同时接收单车制动控制单元发送的牵引控制单元实际施加的电制动力；
接收每个单车制动控制单元发送的单车最大可用空气制动力，并根据所述单车最大可用空气制动力计算列车总最大空气制动力；
根据牵引控制单元发送的实际施加的电制动力判断当前列车是否需要补充空气制动力，是，则计算每个单车制动控制单元需要请求的空气制动力并发送至对应的单车制动控制单元。
在一些可选的实现方式中，所述单车制动控制单元具体还用于：
预先存储对应车厢的车厢信息并发送至整车制动控制单元和通信控制单元，所述车厢信息至少包括单车制动控制单元所对应车厢是否为动力车；
设置在动力车上的单车制动控制单元接收相同车厢上设置的牵引控制单元发送的单车最大可用电制动力以及实际施加的电制动力，同时接收整车制动控制单元发送的需要请求的电制动力；
计算每个车厢在当前工况下的单车最大可用空气制动力，并发送至整车制动控制单元；
接收整车制动控制单元发送的需要请求的空气制动力并进行施加，将实际施加的空气制动力发送给整车制动控制单元；
在列车启动前计算并锁存每个车厢的车重信息，并将所述每个车厢的车重信息发送至整车制动控制单元和牵引控制单元；
检测每个车厢的车速信息，并将所述车速信息发送至整车制动控制单元以及通信控制单元。
在一些可选的实现方式中，所述单车制动控制单元具体还用于：检测车厢与转向架之间的空气弹簧的压力，并将所述压力换算获得每个车厢的车重信息。
在一些可选的实现方式中，所述单车制动控制单元具体还用于：
接收通信控制单元发送的司机控制器的制动指令，所述制动指令至少包括常用制动和紧急制动；
当所述制动指令为常用制动时，接收整车制动控制单元发送的需要请求的空气制动力并进行施加，将实际施加的空气制动力发送给整车制动控制单元；
当所述制动指令为紧急制动时，通过列车紧急制动安全回路施加紧急制动。
在一些可选的实现方式中，所述单车制动控制单元具体还用于：
当单车制动控制单元所对应的车厢为动力车且接收到通信控制单元发送的司机控制器发出的滑行制动指令时，切除相同车厢上设置的牵引控制单元。
在一些可选的实现方式中，所述单车制动控制单元具体还用于：对所对应的车厢进行故障诊断。
在一些可选的实现方式中，所述牵引控制单元具体还用于：
接收并锁存相同车厢上单车制动控制单元发送的车重信息，并在每次列车启动时更新所述车重信息；
计算每个车厢当前工况下的单车最大可用电制动力，并发送至单车制动控制单元；
接收相同车厢上单车制动控制单元发送的整车制动控制单元计算获得的需要请求的电制动力，根据所述需要请求的电制动力施加电制动力，并将实际施加的电制动力发送给单车制动控制单元；
检测每个车厢的车速信息，并将所述车速信息发送至单车制动控制单元以及通信控制单元。
在一些可选的实现方式中，所述牵引控制单元具体还用于：
接收相同车厢上设置的单车制动单元发送的滑行制动指令，并在接收所述滑行制动指令后进行防滑保护操作。
在一些可选的实现方式中，所述牵引控制单元具体还用于：
接收相同车厢上设置的单车制动控制单元发送的电制动力切除信号，并在接收到所述电制动力切除信号后切除电制动力，同时将已切除电制动力的信号反馈至单车制动控制单元，此时，牵引控制单元实际施加的电制动力为零。
在一些可选的实现方式中，所述通信控制单元具体还用于：
监控司机控制器的手柄状态，获得第一制动指令；
接收列车内部除司机控制器之外其他制动系统发送的第二制动指令；
根据预设规则在第一制动指令和第二制动指令中选取当前需要执行的制动指令并将所述制动指令发送至对应设备。
在一些可选的实现方式中，所述通信控制单元具体还用于：接收整车制动控制单元、单车制动控制单元和牵引控制单元发送的速度信息，并根据所述速度信息计算列车当前实际速度。
本申请还提供了一种列车，所述列车上设置有如上所述的轨道列车制动控制系统。
本申请的有益效果如下：
本申请所述的控制系统通过车重、车速等信息获取需要施加的制动力，并分别控制电制动力和空气制动力进行施加，在每个车厢上都设置了单车制动控制单元用于施加空气制动力，并在每个动力车上设置了牵引控制单元，用于施加电制动力，并由整车制动控制单元进行集中管控，可以根据不同需求的客流和检修方式实现列车的灵活编组。
附图说明
图1为本实施例所述的轨道列车制动控制系统的原理示意图；
图2为本实施例所述的轨道列车制动控制系统安装位置及网络拓扑示意图；
图3为本实施例所述的轨道列车制动控制系统的信息交互示意图；
图4为本实施例所述的轨道列车制动控制系统在列车正常运行时的信息交互示意图；
图5为本实施例所述的轨道列车制动控制系统在列车常用制动时的信息交互示意图。
具体实施方式
为了使本实用新型实施例中的技术方案及优点更加清楚明白，以下结合附图对本实用新型的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本实用新型的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本实用新型中的实施例及实施例中的特征可以相互组合。
本实施例提出了一种轨道列车制动控制系统，该系统布置在轨道列车上。所述轨道列车为常规的列车形式，包括多个车厢，并且车厢分为动力车和非动力车。
如图1所示，所述系统包括单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元，所述轨道列车的每个车厢均设置有单车制动控制单元，并在轨道列车的两端的车厢中设置有整车制动单元和通信控制单元，所述牵引控制单元设置在所述多个车厢的动力车中，所述单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元通过网关实现通信。
具体的：
所述整车制动控制单元(TBCU:Train Brake Control Unit)设置在首尾车厢中，负责控制整列车的制动力管理，用于根据单车制动控制单元以及牵引控制单元发送的制动信息计算需要施加的空气制动力和电制动力；
所述单车制动控制单元(VBCU:Vehicle Brake Control Unit)设置在每个车厢中，负责控制单车制动力计算，并根据TBCU发送的需要施加的空气制动力对列车进行空气制动；
所述牵引控制单元(TCU:Traction Control Unit)设置在动力车上，负责牵引控制，并根据TBCU发送的需要施加的电制动力对列车进行电制动；
所述通信控制单元(CCU:Central Control Unit)设置在首尾车厢中，连接司机控制器，用于接收司机控制器发送的制动指令，并将所述制动指令发送至所述制动指令所执行系统。
如图2所示，本实施例所述的轨道列车的网络采用列车通信网络(TCN: Train Communication Network)结构，每个车厢内部均为多功能车辆总线(MVB:Multifunction Vehicle Bus)网络，所有车厢内部的网络设备通过MVB协议传输控制信息。车厢之间的网络为铰接式列车总线(WTB:Wired Train Bus)网络，通过车厢中设置的网关将WTB数据和MVB数据进行转发。司机控制器发送的制动指令通过CCU发送到网关中。
本实施例所述的制动控制系统采用两级控制结构，TBCU和VBCU共同组成总制动控制单元(BCU:Brake Control Unit)。其中，TBCU负责整列车的制动管理，VBCU则负责对本车的制动进行施加。首尾车厢为TBCU和VBCU两层结构，进行整列制动力管理和本车制动控制，其余车只有VBCU，只负责本车的制动控制，如图3所示，首尾车厢的两个TBCU相互冗余，互为备份，当列车上电后，司机所在车的TBCU为主TBCU，另一侧的TBCU为辅TBCU，两个TBCU相互进行生命信号的通讯，当主TBCU故障后，辅TBCU主动切换为主TBCU进行整列的制动控制。
以上为本实施例所述系统的网络通信方式，下面对本实施例中所述的各单元进行详细的说明。
整车制动控制单元(TBCU:Train Brake Control Unit)
接收通信控制单元发送的司机控制器发出的制动指令，所述制动指令至少包括制动级位；
接收每个单车制动控制单元发送的每个车厢的车重信息M1，根据每个车厢的车重信息计算列车总重量进行锁存，并在每次列车启动时更新所述列车总重量M2；
接收并统计每个单车制动单元发送的车速信息，将统计结果发送至通信控制单元；
接收通信控制单元根据统计结果计算获得的列车实际速度；
根据所述制动级位和所述列车实际速度获得列车当前制动加速度a，并根据所述列车总重量M2和所述列车当前制动加速度a获得列车的总制动力F＝M2*a；
接收每个动力车上设置的单车制动控制单元发送的单车最大可用电制动力，并根据所述单车最大可用电制动力计算列车总最大可用电制动力F EDMAX；
根据所述列车的总制动力F和列车总最大可用电制动力F EDMAX计算每个动力车上设置的牵引控制单元需要请求的电制动力，并通过单车制动控制单元发送至牵引控制单元，同时接收单车制动控制单元发送的牵引控制单元实际施加的电制动力；
接收每个单车制动控制单元发送的单车最大可用空气制动力，并根据所述单车最大可用空气制动力计算列车总最大空气制动力F EPMAX；
根据牵引控制单元发送的实际施加的电制动力判断当前列车是否需要补充空气制动力，是，则计算每个单车制动控制单元需要请求的空气制动力并发送至对应的单车制动控制单元。
单车制动控制单元(VBCU:Vehicle Brake Control Unit)
预先存储对应车厢的车厢信息并发送至整车制动控制单元和通信控制单元，所述车厢信息至少包括单车制动控制单元所对应车厢是否为动力车；
设置在动力车上的单车制动控制单元接收相同车厢上设置的牵引控制单元发送的单车最大可用电制动力以及实际施加的电制动力，同时接收整车制动控制单元发送的需要请求的电制动力；
计算每个车厢在当前工况下的单车最大可用空气制动力，并发送至整车制动控制单元；
接收整车制动控制单元发送的需要请求的空气制动力并进行施加，将实际施加的空气制动力发送给整车制动控制单元；
在列车启动前检测车厢与转向架之间的空气弹簧的压力，并将所述压力换算获得每个车厢的车重信息M1，并将所述每个车厢的车重信息M1发送至整车制动控制单元和牵引控制单元；
检测每个车厢的车速信息，并将所述车速信息发送至整车制动控制单元以及通信控制单元；
接收通信控制单元发送的司机控制器的制动指令，所述制动指令至少包括 常用制动和紧急制动；当所述制动指令为常用制动时，接收整车制动控制单元发送的需要请求的空气制动力并进行施加，将实际施加的空气制动力发送给整车制动控制单元；当所述制动指令为紧急制动时，通过列车紧急制动安全回路施加紧急制动；
当单车制动控制单元所对应的车厢为动力车且接收到通信控制单元发送的司机控制器发出的滑行制动指令时，切除相同车厢上设置的牵引控制单元；
对所对应的车厢进行故障诊断。
牵引控制单元(TCU:Traction Control Unit)
接收并锁存相同车厢上单车制动控制单元发送的车重信息，并在每次列车启动时更新所述车重信息；
计算每个车厢当前工况下的单车最大可用电制动力，并发送至单车制动控制单元；
接收相同车厢上单车制动控制单元发送的整车制动控制单元计算获得的需要请求的电制动力，根据所述需要请求的电制动力施加电制动力，并将实际施加的电制动力发送给单车制动控制单元；
检测每个车厢的车速信息，并将所述车速信息发送至单车制动控制单元以及通信控制单元；
接收相同车厢上设置的单车制动单元发送的滑行制动指令，并在接收所述滑行制动指令后进行防滑保护操作；
接收相同车厢上设置的单车制动控制单元发送的电制动力切除信号，并在接收到所述电制动力切除信号后切除电制动力，同时将已切除电制动力的信号反馈至单车制动控制单元，此时，牵引控制单元实际施加的电制动力为零。
通信控制单元(CCU:Central Control Unit)
监控司机控制器的手柄状态，获得第一制动指令；
接收列车内部除司机控制器之外其他制动系统(能够发送制动指令的系统，例如ATP系统等)发送的第二制动指令；
根据预设规则在第一制动指令和第二制动指令中选取当前需要执行的制动 指令并将所述制动指令发送至对应设备；例如选择执行制动力最大的制动指令或按照特定的制动指令命令源顺序施加制动，如司机控制器和ATP都有制动指令时，优先施加ATP的制动指令；
接收整车制动控制单元、单车制动控制单元和牵引控制单元发送的速度信息，并根据所述速度信息计算列车当前实际速度。
具体的，对于灵活编组列车，制动系统在制动力控制过程中需要明确获取以下列车参数：
1、列车的总编组数；
2、每辆车的编组中的位置，用于与其他车辆区分自己；
3、每辆车是否为动力车；
4、考虑转动惯量后的车重。
每个车厢的网关都通过软件记录有列车及车厢号，如采用四位数的编码0408，前两位代表的是列车号，后两位代表车辆号。当列车灵活编组后，通过网关发送信息，在司机室车厢的人机交互界面(HMI)上可以检查列车的编组信息。同时CCU也会获取列车编组信息。
TBCU获取列车的编组信息，并核对VBCU的数量和信息，如有不一致的情况进行故障提示；如果一直则在此数量上进行制动控制。
在VBCU软件中汇集了所有VBCU编号对应的列车信息：空簧与车重特性以及是否为动力车等。通过VBCU的输入板卡输入四路BCU_Ident信号，BCU检测四路信号的0/1状态确定BCU编号，如0001代表1号BCU，1011代表11号BCU。BCU通过确认自己的编号，然后通过BCU软件内提前汇集的各编号BCU的信息，确认本BCU的空簧与车重特性以及是否为动力车。
当列车每次上电工作时，TBCU会检查列车的编组信息，如发现编组信息错误或不一致，TBCU报出故障信息。
如图4所示为列车正常运行过程中，本实施例所述系统中各单元的信息交互示意图，VBCU根据空簧压力确定所对应车厢重量，然后将车厢重量发送至TBCU和TCU，TBCU计算列车总重量。VBCU将轮速信息发送给TBCU，TCU将电机 转速发送至CCU。CCU根据综合判断，确定列车车速发送至TBCU和TCU。VBCU根据速度和车重确定最大可用空气制动力，TCU根据速度和车重确定最大可用电制动力。
如图5所示为列车处于常用制动时，本实施例所述系统中各单元的信息交互示意图。首先，CCU接收司机控制器发出的进行常用制动的制动指令，并将常用制动的制动指令发送至TBCU；TCU经VBCU向TBCU发送最大可用电制动力；VBCU同时向TBCU发送最大可用空气制动力；TBCU通过制动指令以及车速确定制动加速度，并根据列车总重量确定总的制动力，并按照预设的制动力分配策略计算出各VBCU和相应的TCU的请求的制动力，包括请求的空气制动力以及电制动力；如果当前车厢为动力车，那么TBCU向VBCU请求施加电制动力，VBCU向本车TCU转发此请求电制动力；同时TBCU向VBCU请求空气制动力；动力车上设置的TCU接收到请求电制动力，通过牵引电机输出电制动力，并将实际施加的电制动力经相同车厢上设置的VBCU反馈至TBCU；VBCU接收到请求空气制动力，通过基础制动装置施加空气制动力，并将施加的空气制动力发送给TBCU。
其中，TBCU中预设的制动力分配策略包括电制动优先分配模式、平均分配模式以及除雪模式。
所述电制动优先分配模式：优先分配电制动力，电制动力不足的部分由空气制动补充，且优先补充拖车的空气制动；
所述平均分配模式：所有车厢平均分配总制动力，对于动力车需要施加的制动力，优先使用动力车上的电制动力；
所述除雪模式：所有空气制动施加一个小的制动缸压力数值，例如50kPa，使基础制动装置产生轻微的制动力，产生热量，进行除雪。在高速时(如100km/h以上)除雪制动间歇循环施加，如循环周期为施加30s，缓解30s重复进行。在低速时(如100km/h以下)一直施加。
在此过程中，动力车的最大可用空气制动力计算过程如下：
VBCU根据速度和车重确定动力车最大可用总制动力f tmax；
TCU向VBCU发送最大可用电制动力f edmax和发挥的电制动力f ed；
当最大可用电制动力f edmax有效，而发挥的电制动力f ed无效时，最大可用空气制动力f epmax＝最大可用总制动力f tmax-最大可用电制动力f edmax；
当最大可用电制动力f edmax有效，而发挥的电制动力f ed也有效时，最大可用空气制动力f epmax＝最大可用总制动力f tmax-发挥的电制动力f ed。
其中，有效是指有发送数值，且数据有效位为1；无效是指没有发送数值，且数据有效位为0。
对应的，本实施例还提出了一种包括上述所述轨道列车制动控制系统的列车，在列车的每个车厢中均设置有VBCU，在动力车的车厢中还设置有TBCU，并且在列车的首尾车厢中设置有TBCU和CCU，通过车重、车速等信息获取需要施加的制动力，并分别控制电制动力和空气制动力进行施加，在每个车厢上都设置了单车制动控制单元用于施加空气制动力，并在每个动力车上设置了牵引控制单元，用于施加电制动力，并由整车制动控制单元进行集中管控，可以根据不同需求的客流和检修方式实现列车的灵活编组。
显然，本领域的技术人员可以对本实用新型进行各种改动和变型而不脱离本实用新型的精神和范围。这样，倘若本实用新型的这些修改和变型属于本实用新型权利要求及其等同技术的范围之内，则本实用新型也意图包含这些改动和变型在内。

Claims (15)

  1. 一种轨道列车制动控制系统，所述轨道列车包括多个车厢，所述多个车厢包括动力车和非动力车，其特征在于，所述系统包括：单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元，所述轨道列车的每个车厢均设置有单车制动控制单元，并在轨道列车的两端的车厢中设置有整车制动单元和通信控制单元，所述牵引控制单元设置在所述多个车厢的动力车中，所述单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元通过网关实现通信；
    所述整车制动控制单元，用于根据单车制动控制单元以及牵引控制单元发送的制动信息计算需要施加的空气制动力和电制动力；
    所述单车制动控制单元，用于根据整车制动控制单元发送的需要施加的空气制动力对列车进行空气制动；
    所述牵引控制单元，用于根据整车制动控制单元发送的需要施加的电制动力对列车进行电制动；
    所述通信控制单元，用于接收司机控制器发送的制动指令，并将所述制动指令发送至所述制动指令所执行系统。
  2. 根据权利要求1所述的系统，其特征在于，所述每个车厢内部设置有多功能列车总线，所述单车制动控制单元、整车制动控制单元、牵引控制单元和通信控制单元均连接所述多功能列车总线，所述多功能列车总线连接网关，所述多个车厢之间的网关通过铰接式列车总线连接。
  3. 根据权利要求2所述的系统，其特征在于，所述整车制动单元包括主单元和辅单元，所述主单元为司机所在一端车厢中的整车制动单元，辅单元为另一端车厢中的整车制动单元，所述主单元与辅单元之间通过网关连接，当所述主单元发生故障时，所述辅单元升级为主单元。
  4. 根据权利要求3所述的系统，其特征在于，所述整车制动单元具体还用于：
    接收通信控制单元发送的司机控制器发出的制动指令，所述制动指令至少包括制动级位；
    接收每个单车制动控制单元发送的每个车厢的车重信息，根据每个车厢的车重信息计算列车总重量进行锁存，并在每次列车启动时更新所述列车总重量；
    接收并统计每个单车制动单元发送的车速信息，将统计结果发送至通信控制单元；
    接收通信控制单元根据统计结果计算获得的列车实际速度；
    根据所述制动级位和所述列车实际速度获得列车当前制动加速度，并根据所述列车总重量和所述列车当前制动加速度获得列车的总制动力；
    接收每个动力车上设置的单车制动控制单元发送的单车最大可用电制动力，并根据所述单车最大可用电制动力计算列车总最大可用电制动力；
    根据所述列车的总制动力和列车总最大可用电制动力计算每个动力车上设置的牵引控制单元需要请求的电制动力，并通过单车制动控制单元发送至牵引控制单元，同时接收单车制动控制单元发送的牵引控制单元实际施加的电制动力；
    接收每个单车制动控制单元发送的单车最大可用空气制动力，并根据所述单车最大可用空气制动力计算列车总最大空气制动力；
    根据牵引控制单元发送的实际施加的电制动力判断当前列车是否需要补充空气制动力，是，则计算每个单车制动控制单元需要请求的空气制动力并发送至对应的单车制动控制单元。
  5. 根据权利要求4所述的系统，其特征在于，所述单车制动控制单元具体还用于：
    预先存储对应车厢的车厢信息并发送至整车制动控制单元和通信控制单元，所述车厢信息至少包括单车制动控制单元所对应车厢是否为动力车；
    设置在动力车上的单车制动控制单元接收相同车厢上设置的牵引控制单元发送的单车最大可用电制动力以及实际施加的电制动力，同时接收整车制动控制单元发送的需要请求的电制动力；
    计算每个车厢在当前工况下的单车最大可用空气制动力，并发送至整车制动控制单元；
    接收整车制动控制单元发送的需要请求的空气制动力并进行施加，将实际施加的空气制动力发送给整车制动控制单元；
    在列车启动前计算并锁存每个车厢的车重信息，并将所述每个车厢的车重信息发送至整车制动控制单元和牵引控制单元；
    检测每个车厢的车速信息，并将所述车速信息发送至整车制动控制单元以及通信控制单元。
  6. 根据权利要求5所述的系统，其特征在于，所述单车制动控制单元具体还用于：检测车厢与转向架之间的空气弹簧的压力，并将所述压力换算获得每个车厢的车重信息。
  7. 根据权利要求6所述的系统，其特征在于，所述单车制动控制单元具体还用于：
    接收通信控制单元发送的司机控制器的制动指令，所述制动指令至少包括常用制动和紧急制动；
    当所述制动指令为常用制动时，接收整车制动控制单元发送的需要请求的空气制动力并进行施加，将实际施加的空气制动力发送给整车制动控制单元；
    当所述制动指令为紧急制动时，通过列车紧急制动安全回路施加紧急制动。
  8. 根据权利要求7所述的系统，其特征在于，所述单车制动控制单元具体还用于：
    当单车制动控制单元所对应的车厢为动力车且接收到通信控制单元发送的司机控制器发出的滑行制动指令时，切除相同车厢上设置的牵引控制单元。
  9. 根据权利要求8所述的系统，其特征在于，所述单车制动控制单元具体还用于：对所对应的车厢进行故障诊断。
  10. 根据权利要求5或9所述的系统，其特征在于，所述牵引控制单元具体还用于：
    接收并锁存相同车厢上单车制动控制单元发送的车重信息，并在每次列车 启动时更新所述车重信息；
    计算每个车厢当前工况下的单车最大可用电制动力，并发送至单车制动控制单元；
    接收相同车厢上单车制动控制单元发送的整车制动控制单元计算获得的需要请求的电制动力，根据所述需要请求的电制动力施加电制动力，并将实际施加的电制动力发送给单车制动控制单元；
    检测每个车厢的车速信息，并将所述车速信息发送至单车制动控制单元以及通信控制单元。
  11. 根据权利要求10所述的系统，其特征在于，所述牵引控制单元具体还用于：接收相同车厢上设置的单车制动单元发送的滑行制动指令，并在接收所述滑行制动指令后进行防滑保护操作。
  12. 根据权利要求11所述的系统，其特征在于，所述牵引控制单元具体还用于：
    接收相同车厢上设置的单车制动控制单元发送的电制动力切除信号，并在接收到所述电制动力切除信号后切除电制动力，同时将已切除电制动力的信号反馈至单车制动控制单元，此时，牵引控制单元实际施加的电制动力为零。
  13. 根据权利要求12所述的系统，其特征在于，所述通信控制单元具体还用于：
    监控司机控制器的手柄状态，获得第一制动指令；
    接收列车内部除司机控制器之外其他制动系统发送的第二制动指令；
    根据预设规则在第一制动指令和第二制动指令中选取当前需要执行的制动指令并将所述制动指令发送至对应设备。
  14. 根据权利要求13所述的系统，其特征在于，所述通信控制单元具体还用于：接收整车制动控制单元、单车制动控制单元和牵引控制单元发送的速度信息，并根据所述速度信息计算列车当前实际速度。
  15. 一种列车，其特征在于，所述列车上设置有如权利要求1至14所述的轨道列车制动控制系统。
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CN111959466A (zh) * 2020-08-20 2020-11-20 南京中车浦镇海泰制动设备有限公司 一种轨道车辆电机械制动系统
CN111959466B (zh) * 2020-08-20 2023-09-19 南京中车浦镇海泰制动设备有限公司 一种轨道车辆电机械制动系统
CN114274981A (zh) * 2021-12-13 2022-04-05 卡斯柯信号有限公司 一种编组列车管理方法、装置、设备及介质
CN114274981B (zh) * 2021-12-13 2023-02-14 卡斯柯信号有限公司 一种编组列车管理方法、装置、设备及介质

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EP3628563A1 (en) 2020-04-01
PT3628563T (pt) 2022-05-02
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CN109795518A (zh) 2019-05-24
US20200156604A1 (en) 2020-05-21

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