WO2020258513A1 - 一种检测车辆制动力的控制方法及系统 - Google Patents
一种检测车辆制动力的控制方法及系统 Download PDFInfo
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- WO2020258513A1 WO2020258513A1 PCT/CN2019/104362 CN2019104362W WO2020258513A1 WO 2020258513 A1 WO2020258513 A1 WO 2020258513A1 CN 2019104362 W CN2019104362 W CN 2019104362W WO 2020258513 A1 WO2020258513 A1 WO 2020258513A1
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- train
- deceleration
- braking force
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- insufficient
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—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 electrical assistance or drive
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
Definitions
- the invention belongs to the technical field of vehicle operation protection, and particularly relates to a control method and system for detecting vehicle braking force.
- the ATC system When the train is running overspeed and other abnormal conditions, the ATC system will order the train to apply brakes to control the train speed and stop the train. This function is the key technology of the ATC system. Normally, after the ATC system outputs a braking command to the train through a relay, the vehicle guarantees the timeliness and effectiveness of the braking application. The ATC system only monitors the speed of the train in real time, and does not monitor the actual braking force of the train. If the vehicle is unable to output sufficient braking force in a timely manner according to the design requirements due to its own factors, it may cause the train to cross the safe stop and crash and other risks.
- an air brake system with actual braking force monitoring function (patent BR112017021182A2), the system calculates the safety threshold of expected braking power through the theoretical value of braking power and adjustment factor; the adjustment factor includes at least one of the following factors: ( 1) Current train line information (line slope and curvature) obtained by positioning equipment (such as GPS) and its own line database; (2) Weather factors (temperature and weather conditions, etc.) learned by environmental sensors; (3) Train database The type of goods and vehicle weight information obtained.
- the actual braking power of the train is calculated from the train speed, brake pipe pressure, brake pipe flow and other information provided by each train sensor.
- the above system compares the actual braking power during the train operation with the expected braking power safety threshold of the above train; if the actual braking power of the train is less than the expected braking power safety threshold of the train, the system will increase a certain amount Brake pipe pressure to meet actual braking power requirements.
- the above system interface is too complicated, the equipment cost and installation difficulty are high; and the actual braking power can be calculated from the actual deceleration rate (speed change rate) of the train, but the actual speed measurement of the train may have errors due to wheel slip. In the end, the actual braking force and the actual speed calculation deviate greatly and bring risks.
- the present invention provides a control method for detecting the braking force of a vehicle, and the control method includes:
- determining the actual deceleration of the vehicle includes:
- two or more sets of accelerometers installed on the train measure the deceleration of the train in real time to obtain two or more sets of sensed deceleration;
- the sensed deceleration that is biased toward the safe side is determined to be the actual deceleration; if the two or more sets of the sensed decelerations are equal, then any one of the set of decelerations is determined The sensed deceleration is the actual deceleration.
- the determining that the sensed deceleration deviating to the safe side is the actual deceleration includes:
- the sensed deceleration with the smallest absolute value is the actual deceleration.
- the judging whether the actual braking force meets the braking requirement according to the actual deceleration includes:
- the expected deceleration and tolerance are preset parameters, and both are stored in the ferroelectric memory of the ATC system.
- the train takes emergency protective measures
- the emergency protection measures include: the ATC system immediately outputs a relieved emergency braking command; an alarm is issued on the man-machine display unit DMI; the ATC system reduces the current allowable speed of the train; the ATC system outputs an emergency braking command that cannot be relieved, prompting the One or more of the trains need to be returned to the warehouse for maintenance.
- the emergency protective measures taken by the train include:
- the train currently applies the maximum service brake or emergency brake
- the ATC system will output a relieved emergency braking command, send a warning to the driver on the man-machine display unit DMI, and the ATC system will reduce the current allowable speed of the train;
- the ATC system will output a relieved emergency braking command, send a warning to the driver on the man-machine display unit DMI, and the ATC system will reduce the current allowable speed of the train;
- the ATC system will reduce the current allowable speed of the train to zero and output an irreversible emergency braking command to remind the driver that the train needs to be returned to the warehouse for inspection.
- the present invention also provides a control system for detecting the braking force of a vehicle, the control system including:
- the actual deceleration determination module is used to measure and determine the actual deceleration of the vehicle in real time through two or more sets of accelerometers;
- the braking force judgment module is used to judge whether the actual braking force meets the braking requirements according to the actual deceleration
- the safety protection module is used to take emergency protection measures after the braking force judgment module determines that the actual braking force of the train is insufficient.
- the actual deceleration determining module includes:
- the starting unit is connected to the main control unit of the ATC system, and the accelerometer is activated when the vehicle is under maximum service braking or emergency braking;
- Two or more sets of accelerometers are used to measure and send the sensed deceleration of the train;
- the actual deceleration determination unit compares two or more sets of sensed decelerations measured by the accelerometer to determine the actual deceleration of the train.
- the braking force judgment module includes:
- the first call unit is used to receive the actual deceleration sent by the actual deceleration judging unit, and call the expected deceleration and the tolerance;
- a safety threshold value determining unit configured to obtain the expected deceleration and the tolerance value, and subtract the expected deceleration value from the tolerance value to obtain the safety threshold;
- the braking force determination unit is used to obtain and compare the safety threshold and the actual deceleration, and if the absolute value of the actual deceleration is less than the absolute value of the safety threshold, a message of insufficient braking force is sent.
- the safety protection module includes:
- An information acquisition unit configured to acquire the message that the braking force is insufficient
- the information sending unit is connected to the main control unit of the ATC system, and sends the message of insufficient braking force and protection instructions to the main control unit of the ATC system;
- the counting unit is used to count the number of times that the information acquisition unit has acquired the insufficient braking force message
- the protection instruction unit is used to save and issue protection instructions.
- the invention directly measures the actual deceleration of the train through the accelerometer, and has the characteristics of simple structure, easy realization and small error; it combines the monitoring of the actual braking force of the train with the train speed protection, and strengthens the function of the train automatic control system. Effectively guarantee the safety of train operation.
- Figure 1 shows a schematic flow chart of the control method of the present invention
- Figure 2 shows a schematic flow chart of the present invention for judging insufficient train braking force
- Figure 3 shows a schematic flow chart of emergency protective measures taken by the train of the present invention
- Figure 4 shows a schematic diagram of the structure of the train-mounted ATC system of the present invention
- Figure 5 shows a schematic structural diagram of the control system of the present invention.
- the present invention provides a control method for detecting the braking force of a vehicle.
- a train is taken as an example for illustration.
- Step 10 Measure and determine the actual deceleration of the vehicle in real time through two or more sets of accelerometers.
- the actual braking force of the vehicle By measuring the actual deceleration of the vehicle in real time, the actual braking force of the vehicle can be obtained. Specifically, when the vehicle is accelerated by the traction force, the measured acceleration is the vehicle acceleration; when the vehicle is decelerated by the braking force, the measured deceleration is the vehicle.
- the above acceleration is positive, and the direction of acceleration is the same as the direction of vehicle travel; the deceleration is negative, and the direction of deceleration is opposite to the direction of vehicle travel.
- This method uses two but not limited to two accelerometers to collect the actual train deceleration in real time.
- the above-mentioned accelerometer is installed on a vehicle, and the sensing direction of the accelerometer is parallel to the axis of the vehicle.
- the direction of acceleration or deceleration sensed by the accelerometer is the same as or opposite to the running direction of the vehicle.
- the measurement principle of the accelerometer itself what it actually senses is the inertial force of the carrier, and cannot sense the gravitational force in the inertial space, that is, gravity; when the accelerometer is installed parallel to the train axis, it senses the vehicle
- the resultant force other than gravity including one or more of traction, braking force, and running resistance). Therefore, when calculating the actual braking force of the train, there is no need to consider the slope of the line where the vehicle is located.
- F the force on the object
- m the mass of the object
- a the acceleration of the object.
- the resultant force on the vehicle is calculated.
- the resultant force includes one or more of traction, braking force and running resistance. .
- the acceleration a of the object is proportional to the force F received by the object. Therefore, it is possible to judge whether the actual braking force of the train meets the braking requirements by comparing the actual deceleration of the train with the expected deceleration.
- the above two sets of accelerometers sense the current deceleration of the vehicle to obtain two sets of sensed deceleration values.
- the two sets of sensed deceleration values are compared, and the deceleration value deviating to the safe side is used as the actual deceleration. For example, if the measured values of two or more sets of accelerometers are not equal, the measured value with the smallest absolute value is used as the sensed deceleration toward the safe side, that is, the sensed deceleration is the actual deceleration.
- both sets of accelerometers are installed on the axis of the train head, and the sensing directions of the two sets of accelerometers are the same as the running direction of the train.
- the train When the train is running, when the maximum common braking force is applied to the train, the train slows down.
- one set of accelerometers are installed on the axis of the train head, two sets of accelerometers are installed on the axis of the train rear, and the sensing directions of the two sets of accelerometers are the same as the running direction of the train.
- the actual deceleration of the train is sensed by the accelerometer.
- the on-board ATC system does not require train positioning, route database and other functions, and the actual deceleration measurement is not affected by the idling and slipping factors between the train wheel and the rail.
- Step 20 Determine whether the actual braking force meets the braking requirements according to the actual deceleration.
- the actual braking force is compared with the expected braking force to determine whether the actual braking force of the vehicle is insufficient.
- the calculation and determination of the expected braking force of the train are mainly based on the most unfavorable conditions provided by the train vehicles, such as: full vehicle load, rain and snow weather, etc.
- the vehicle can guarantee the minimum deceleration provided.
- the minimum deceleration is the maximum service braking curve parameter and the emergency braking curve parameter obtained after a large number of tests under the most unfavorable conditions when the vehicle leaves the factory. Therefore, the above-mentioned maximum service braking curve parameter and emergency braking curve parameter can be expressed as curve parameters of expected deceleration.
- the curve parameter of the expected deceleration includes: the expected deceleration corresponding to the train under different vehicle speed conditions.
- the above parameters are stored in the ferroelectric memory of the ATC system, which are fixed configuration parameters and can be read and used after the ATC system is powered on.
- the accelerometer measures the combined force of the vehicle’s braking force and running resistance, and the running resistance also exists when the vehicle leaves the factory to measure the minimum deceleration. Therefore, the actual braking force can be compared with the expected braking force. Determine whether the actual braking force of the vehicle is insufficient. And the braking force is proportional to the deceleration, so the judgment of the actual braking force is insufficient can be achieved by comparing the actual deceleration with the expected deceleration.
- the calculated actual deceleration value may be too small. Therefore, it is necessary to subtract a certain tolerance from the expected deceleration value to obtain the safety threshold.
- the tolerance is a configurable fixed value, stored in the ferroelectric memory of the ATC system.
- the train when the expected deceleration of the train is measured, the train is in a fully loaded state and in a rainy and snowy operating environment.
- the train applies emergency braking, and the expected deceleration of the train at this time is measured to be -1.2m/s 2 .
- the preset tolerance of the ATC system is -0.1m/s 2 , subtracting the preset tolerance from the expected deceleration, the safety threshold is -1.1m/s 2 .
- the train When the train is running at a speed of 100km/h, the train applies emergency braking, and the actual deceleration of the train is -0.9m/s 2 at this time.
- the absolute value of the actual deceleration is less than the absolute value of the safety threshold, and the ATC system determines that the current braking force of the train is insufficient.
- the control system reads the expected deceleration under each speed condition in real time. speed.
- Step 30 Determine that the actual braking force of the train is insufficient and take emergency protective measures.
- the emergency protection measures include: the ATC system immediately outputs an emergency braking command; an alarm is issued on the man-machine display unit DMI; the ATC system reduces the current allowable speed of the train; the ATC system outputs a prompt that emergency braking cannot be relieved to prompt driving The train needs to be returned to the warehouse for maintenance.
- the train currently applies the maximum service brake
- the ATC system will output a relieved emergency braking command, send a warning to the driver on the man-machine display unit DMI, and the ATC system will reduce the current allowable speed of the train by 20%;
- the accelerometer on the train senses the actual deceleration of the train in real time, and judges whether the braking force of the train is insufficient based on the actual deceleration.
- the ATC system will output a relieved emergency braking command, send a warning to the driver on the man-machine display unit DMI, and the ATC system will reduce the current allowable speed of the train by 50%;
- the ATC system will reduce the current allowable speed of the train to zero, output an irreversible emergency braking command, and send a warning to the driver on the man-machine display unit DMI, and remind the driver that the train needs to be returned to the warehouse Overhaul.
- the ATC system when it is determined that the braking force of the train is insufficient, the current allowable speed of the train is reduced, and the configuration can be changed by reducing the percentage value of the allowable speed.
- a cumulative system can be adopted. Every time it is determined that the train's braking force is insufficient, even if the current train is in an emergency braking state, the ATC system still outputs an emergency braking command; it sends a warning to the driver on the man-machine display unit; and reduces the allowable speed of the train.
- the ATC system will reduce the current allowable speed of the train to zero and output an irreversible emergency braking command to remind the driver that the train needs to be returned to the warehouse for maintenance.
- the ATC system monitors the train's running speed in real time.
- the train is braked (including emergency braking or maximum service braking)
- the actual deceleration of the train is directly measured by the accelerometer and compared with the expected deceleration of the train.
- the accelerometer is not affected by line factors and slippage, which improves the detection accuracy; if the ATC system detects insufficient train braking force, it will take corresponding protective measures and prompt the driver to prevent the train from being Danger occurred during subsequent driving.
- the present invention also provides a control system for detecting the braking force of a vehicle, and the control system establishes a connection with the main control unit in the vehicle-mounted ATC system.
- the train’s on-board ATC system is mainly composed of the ATC main control unit, the driver’s human-machine interface, the TCR unit (track circuit information receiving unit), the speed measurement unit, the on-board ATO system (automatic driving system), and the interface Units and other equipment composition.
- the ATC main control unit, the driver's man-machine interface, and the on-board ATO system all establish communication through the redundant Controller Area Network (CAN) bus; the ATC main control unit is connected to the speed measurement unit and the interface unit respectively; the ATC main control unit, The TCR unit respectively establishes communication with the RS-422 bus; the TCR unit is connected with the TCR antenna.
- CAN Controller Area Network
- the TCR unit receives the ground line speed limit information of the track circuit through the TCR antenna, and sends the ground line speed limit information to the ATC main control unit through the RS-422 bus, and the ATC main control unit according to the received ground line
- the speed limit information calculates the allowable speed of the line.
- the ATC main control unit generates an ATC protection curve based on the above allowable speed, in accordance with the safe braking model and taking into account the operability of the driver, the availability of the system and the efficiency of train operation.
- the ATC protection curve includes at least one or more of an emergency brake (EB) trigger curve, a service brake (SB) trigger curve, and a cut traction trigger curve.
- EB emergency brake
- SB service brake
- the speed measuring unit detects the actual running speed of the train in real time.
- the ATC main control unit detects that the actual running speed of the train is greater than or equal to the service brake trigger speed
- the ATC main control unit immediately outputs the maximum service brake command.
- the ATC main control unit issues a service brake release command.
- the ATC main control unit When the ATC main control unit detects that the actual running speed of the train is greater than or equal to the emergency brake trigger speed, the ATC main control unit immediately outputs an emergency brake command until the train stops and the driver manually relieves it.
- the ATC main control unit Normally, the ATC main control unit outputs a braking command to the train through the interface unit. After the vehicle receives the braking command, the train speed is reduced to the speed limit range by applying electric brake or air brake.
- the ATC system is usually only responsible for outputting braking commands, and the vehicle receives and executes the commands to ensure the timeliness and effectiveness of braking.
- control system includes:
- the actual deceleration determination module is used to measure and determine the actual deceleration of the vehicle in real time through two or more sets of accelerometers;
- the braking force judgment module is used to judge whether the actual braking force meets the braking requirements according to the actual deceleration
- the safety protection module is used to take protective measures after the braking force judgment module determines that the actual braking force of the train is insufficient.
- the actual deceleration determining module includes:
- the starting unit is connected to the ATC main control unit, and the accelerometer is activated when the vehicle is under maximum service braking or emergency braking;
- Two or more sets of accelerometers are used to measure and send the sensed deceleration of the train;
- the actual deceleration determination unit compares two or more sets of sensed decelerations measured by the accelerometer to determine the actual deceleration of the train.
- the specific work flow of the actual deceleration determining module includes:
- the starting unit starts the accelerometer to measure the sensed deceleration of the train in real time, and sends two or more sets of the sensed deceleration to the actual deceleration determination unit;
- the actual deceleration determining unit compares two or more sets of the sensed decelerations, and determines that the sensed deceleration deviating to the safe side of the expected deceleration is the actual deceleration.
- the braking force judgment module includes:
- the first call unit is used to receive the actual deceleration sent by the actual deceleration judging unit, and call the expected deceleration and the tolerance;
- a safety threshold value determining unit configured to obtain the expected deceleration and the tolerance value, and subtract the expected deceleration value from the tolerance value to obtain the safety threshold;
- the braking force determination unit is used to obtain and compare the safety threshold and the actual deceleration, and if the absolute value of the actual deceleration is less than the absolute value of the safety threshold, a message of insufficient braking force is sent.
- the workflow of the braking force interpretation module includes:
- the first retrieval unit obtains the expected deceleration and tolerance from the ferroelectric memory of the ATC system, and obtains the actual deceleration from the actual deceleration judging unit;
- the first call unit sends the expected deceleration and the tolerance to the safety threshold determination unit, and sends the actual deceleration to the braking force determination unit.
- the safety threshold determination unit obtains the expected deceleration and the tolerance value, subtracts the expected deceleration from the tolerance value to obtain a safety threshold; and sends the safety threshold to the braking force determination unit;
- the braking force determination unit receives the actual deceleration and the safety threshold, compares the actual deceleration with the safety threshold, and generates if the absolute value of the actual deceleration is less than the absolute value of the safety threshold And send a message of insufficient braking force.
- the safety protection module includes:
- An information acquisition unit configured to acquire the message that the braking force is insufficient
- the information sending unit is connected to the ATC main control unit, and sends the message of insufficient braking force and protection instructions to the ATC main control unit;
- the counting unit is used to count the number of times that the information acquisition unit has acquired the insufficient braking force message
- the protection instruction unit is used to save and issue protection instructions.
- the workflow of the security protection module includes:
- the information acquisition unit acquires the insufficient braking force message sent by the braking force determination unit, and sends the insufficient braking force message to the information acquisition unit, the counting unit, and the protection instruction unit respectively;
- the counting unit counts the number of times the message of insufficient braking force is received, and sends the number of times to the protection instruction unit;
- the protection instruction unit receives the message of the lack of braking force and the number of times, and based on the lack of braking force The message and the number of times to determine the protection instruction;
- the information sending unit acquires the insufficient braking force message and the protection instruction, and sends the insufficient braking force message and the protection instruction to the ATC main control unit. After receiving the message of insufficient braking force, the ATC main control unit prompts the driver to adopt corresponding protective measures, which improves the safety of the train's subsequent operation.
- the control system proposed by the present invention can be set up based on the ATC system, that is, it is a subsystem of the ATC system; it can also be set up independently, which is an independent system different from the ATC system, and realizes information interaction with the ATC system through the interface unit.
- the control system uses an accelerometer to directly measure the actual deceleration of the train, and has the characteristics of simple structure, easy implementation, and small error; it combines the monitoring of the actual braking force of the train with the train speed protection, and serves as the original train automatic control
- the reinforcement of system functions effectively guarantees the safety of train operation.
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Abstract
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Claims (11)
- 一种检测车辆制动力的控制方法,其特征在于,所述控制方法包括:通过两组或多组加速度计,实时测量并确定车辆的实际减速度;根据实际减速度判断实际制动力是否满足制动要求;判定车辆实际制动力不足,采取紧急防护措施。
- 根据权利要求1所述的控制方法,其特征在于,所述确定车辆的实际减速度包括:列车施加最大常用制动力或紧急制动力时,安装在列车上的两组或多组加速度计实时测量列车的减速度,得到两组或多组感测减速度;对比两组或多组所述感测减速度;若两组或多组所述感测减速度不相等,则确定偏向安全侧的感测减速度为实际减速度;若两组或多组所述感测减速相等,则确定任意一组所述感测减速度为实际减速度。
- 根据权利要求2所述的控制方法,其特征在于,所述确定偏向安全侧的感测减速度为实际减速度包括:若两组或多组所述感测减速度不相等,比较两组或多组所述感测减速度的绝对值;所述绝对值最小的感测减速度为实际减速度。
- 根据权利要求1所述的控制方法,其特征在于,所述根据实际减速度判断实际制动力是否满足制动要求包括:获取所述实际减速度、预期减速度和容忍量;将所述预期减速度减去所述容忍量数值,得到安全阈值;将所述实际减速度与所述安全阈值对比;若所述实际减速度的绝对值小于所述安全阈值的绝对值,则判定车辆实际制动力不足。
- 根据权利要求4所述的控制方法,其特征在于,所述预期减速度和容忍量为预设参数,且均存储在ATC系统的铁电存储器中。
- 根据权利要求1或4所述的控制方法,其特征在于,所述判定车辆实际制动力不足后,列车采取紧急防护措施;所述紧急防护措施包括:ATC系统立即输出可缓解的紧急制动命令;在人机显示单元DMI上发出警报;ATC系统降低列车当前允许速度;ATC系统输出 不可缓解的紧急制动命令,提示本列车需要回库检修中的一项或多项。
- 根据权利要求6所述的控制方法,其特征在于,所述列车采取紧急防护措施包括:列车当前施加最大常用制动或紧急制动;实时获取列车实际减速度;第一次判断列车制动力是否不足;若第一次判定列车制动力不足,ATC系统则输出可缓解的紧急制动命令,在人机显示单元DMI上发出警报警示司机,并且ATC系统降低列车的当前允许速度;第二次判断制动力是否不足;若第二次判定列车制动力不足,ATC系统则输出可缓解的紧急制动命令,在人机显示单元DMI上发出警报警示司机,并且ATC系统降低列车的当前允许速度;第三次判断制动力是否不足;若第三次判定列车制动力不足,ATC系统将列车的当前允许速度降为零,并输出不可缓解的紧急制动命令,提示司机本列车需要回库检修。
- 一种检测车辆制动力的控制系统,其特征在于,所述控制系统包括:实际减速度确定模块,用于通过两组或多组加速度计,实时测量并确定车辆的实际减速度;制动力判断模块,用于根据实际减速度判断实际制动力是否满足制动要求;安全防护模块,在制动力判断模块判定列车实际制动力不足后,用于采取紧急防护措施。
- 根据权利要求8所述的控制系统,其特征在于,所述实际减速度确定模块包括:启动单元,和ATC系统的主控单元连接,当车辆采取最大常用制动或紧急制动时,启动加速度计;两组或多组加速度计,用于测量并发送列车的感测减速度;实际减速度判定单元,对比加速度计测量的两组或多组感测减速度,确定列车的实际减速度。
- 根据权利要求8所述的控制系统,其特征在于,所述制动力判断模块 包括:第一调取单元,用于接收实际减速度判定单元发送的实际减速度,并调取预期减速度和容忍量;安全阈值确定单元,用于获取所述预期减速度和容忍量数值,并将所述预期减速度数值减去所述容忍量数值,得到安全阈值;制动力判定单元,用于获取并对比所述安全阈值和实际减速度,若所述实际减速度的绝对值小于所述安全阈值的绝对值,则发送制动力不足消息。
- 根据权利要求8所述的控制系统,其特征在于,所述安全防护模块包括:信息获取单元,用于获取所述制动力不足的消息;信息发送单元,和ATC系统的主控单元连接,将所述制动力不足的消息和防护指令发送至ATC系统的主控单元;计数单元,用于统计信息获取单元获取到制动力不足消息的次数;防护指令单元,用于保存和下发防护指令。
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CN116499772A (zh) * | 2023-06-28 | 2023-07-28 | 天津所托瑞安汽车科技有限公司 | 车辆制动性能评估方法、装置、电子设备及存储介质 |
WO2023248130A1 (en) * | 2022-06-21 | 2023-12-28 | Faiveley Transport Italia S.P.A. | Methods for verifying the operation of at least one braking means of at least one vehicle and corresponding verification systems |
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CN111516730A (zh) * | 2020-05-11 | 2020-08-11 | 中车青岛四方机车车辆股份有限公司 | 一种列车运行防护方法及装置 |
CN113696863A (zh) * | 2020-05-20 | 2021-11-26 | 上汽通用汽车有限公司 | 一种智能驾驶车辆制动延时改善系统和方法 |
CN111591277B (zh) * | 2020-05-22 | 2021-07-13 | 中车青岛四方机车车辆股份有限公司 | 列车的控制方法及装置、存储介质、处理器,轨道列车 |
CN112590854B (zh) * | 2021-01-05 | 2022-06-14 | 中车株洲电力机车有限公司 | 一种地铁车辆空气制动补充方法及装置 |
CN114274930B (zh) * | 2022-01-04 | 2023-03-28 | 中车青岛四方车辆研究所有限公司 | 一种紧急制动控制方法及装置 |
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