WO2021135238A1 - 一种救援车的牵引制动控制方法、系统及设备 - Google Patents
一种救援车的牵引制动控制方法、系统及设备 Download PDFInfo
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- WO2021135238A1 WO2021135238A1 PCT/CN2020/108111 CN2020108111W WO2021135238A1 WO 2021135238 A1 WO2021135238 A1 WO 2021135238A1 CN 2020108111 W CN2020108111 W CN 2020108111W WO 2021135238 A1 WO2021135238 A1 WO 2021135238A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C11/00—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel
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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 relates to the field of rail transit circuit control, in particular to a traction brake control method, system and equipment of a rescue vehicle.
- the traction brake control method of the train used to rescue urban rail vehicles under rescue conditions is: in order to shorten the rescue time, when the train is in the rescue traction condition, the traction device of the train applies traction with the maximum traction; When the train is in the rescue braking condition, the brake device of the train applies the brake with the maximum braking force; and there is no delay time for the conversion of train traction and braking.
- the purpose of the present invention is to provide a traction brake control method, system and equipment for a rescue vehicle, which can apply traction and braking force to the rescue vehicle under the pulling force that the coupler can withstand, thereby reducing the load of the coupler to a certain extent.
- the high tension force avoids the risk of coupler breakage and train safety problems.
- the present invention provides a traction brake control method for a rescue vehicle, including:
- the target application force is sent to the vehicle operation driving device corresponding to the target rescue condition, so that the vehicle operation driving device applies the force according to the target, and controls the rescue vehicle to run under the pulling force that the coupler can withstand.
- the process of obtaining the full vehicle weight of the rescue vehicle under the target rescue condition includes:
- the weight of the rescue vehicle is added to the weight of the failed vehicle to obtain the total vehicle weight of the rescue vehicle under the rescue traction condition.
- the process of determining the target applied force corresponding to the weight of the entire vehicle according to the corresponding relationship of the preset weight applied force under the target rescue condition includes:
- a(min) is taken within the allowable range of the force on the coupler, and the minimum acceleration value of the rescue vehicle AW3 weight on a straight road or slope;
- a(max) is taken within the allowable range of the force on the coupler Inside, the minimum acceleration value of the rescue vehicle AW0 vehicle weight on a straight road and a ramp;
- the relationship F the weight of the whole vehicle under the rescue traction condition ⁇ a+starting resistance+ramp resistance is obtained to obtain the target traction force of the rescue vehicle.
- the process of obtaining the full vehicle weight of the rescue vehicle under the target rescue condition includes:
- the process of determining the target applied force corresponding to the weight of the entire vehicle according to the corresponding relationship of the preset weight applied force under the target rescue condition includes:
- the bogie of each car of the rescue vehicle is equipped with a pressure sensor for detecting the pressure value in the air spring of the bogie;
- the process of obtaining the weight of the rescue vehicle includes:
- the traction brake control method further includes:
- the traction braking control method further includes:
- the present invention also provides a traction brake control system for a rescue vehicle, including:
- the weight acquisition module is used to acquire the full vehicle weight of the rescue vehicle under target rescue conditions after receiving a towing command or a braking command;
- the applied force determination module is configured to determine the target applied force corresponding to the weight of the entire vehicle according to the preset weight application force correspondence relationship under the target rescue condition;
- the operation drive module is used to send the target application force to the vehicle operation drive device corresponding to the target rescue condition, so that the vehicle operation drive device applies the force according to the target and controls the rescue vehicle's ability to bear on the coupler. Run under tension.
- the present invention also provides a traction brake control device for a rescue vehicle, including:
- the driving device of the vehicle that is installed in each compartment of the rescue vehicle and includes the traction device and the brake device;
- the vehicle controller which is set in each driver's cabin of the rescue vehicle and connected to the traction device and the brake device, is used to implement any of the above-mentioned traction brake control methods of the rescue vehicle when the stored computer program is executed step.
- the present invention provides a traction braking control method for a rescue vehicle. Considering that rescue vehicles with different total vehicle weights are started and stopped under the same coupler's pull force, the corresponding traction and braking forces are not the same, so this application is based on the rescue The weight of the vehicle corresponding to the entire vehicle exerts traction and braking force for the rescue vehicle.
- the purpose is to apply the traction and braking force to the rescue vehicle under the tensile force that the coupler can withstand, thereby reducing the tensile force borne by the coupler to a certain extent. Avoid the risk of coupler fracture and train safety issues.
- the invention also provides a traction brake control system and equipment for a rescue vehicle, which have the same beneficial effects as the above-mentioned traction brake control method.
- Figure 1 is a flowchart of a traction brake control method for a rescue vehicle according to an embodiment of the present invention
- FIG. 2 is a schematic structural diagram of a traction brake control system for a rescue vehicle according to an embodiment of the present invention
- Fig. 3 is a schematic structural diagram of a traction brake control device for a rescue vehicle provided by an embodiment of the present invention.
- the core of the present invention is to provide a traction brake control method, system and equipment for a rescue vehicle, which can apply traction and braking force to the rescue vehicle under the pulling force that the coupler can withstand, thereby reducing the load of the coupler to a certain extent.
- the high tension force avoids the risk of coupler breakage and train safety problems.
- FIG. 1 is a flowchart of a traction brake control method for a rescue vehicle according to an embodiment of the present invention.
- the traction brake control method of the rescue vehicle includes:
- Step S1 After receiving the towing command or the braking command, obtain the full vehicle weight of the rescue vehicle under the target rescue condition.
- the traction and braking forces corresponding to the start and stop of the same coupler's pull are not the same, that is, under a certain coupler's pull, the total weight of the rescue vehicle is the same as that of the rescue vehicle.
- the applied force a collective term for traction and braking force. Therefore, this application applies traction and braking force to the rescue vehicle based on the full weight of the rescue vehicle, and the purpose is to apply traction and braking force to the rescue vehicle under the pulling force that the coupler can withstand.
- this application first obtains the full vehicle weight of the rescue vehicle in the rescue traction condition; similarly, after receiving the braking command, first obtains the rescue vehicle's weight in the rescue braking condition The weight of the entire vehicle lays the foundation for the subsequent determination of the traction and braking force of the rescue vehicle.
- Step S2 Determine the target applied force corresponding to the weight of the entire vehicle according to the corresponding relationship of the preset weight applied force under the target rescue condition.
- the present application needs to set the corresponding relationship between the entire weight of the rescue vehicle and the applied force of the rescue vehicle in advance, referred to as the weight applied force corresponding relationship.
- the weight application force correspondence relationship includes the correspondence relationship between the total vehicle weight of the rescue vehicle under the rescue traction condition and the traction force of the rescue vehicle (referred to as the weight traction force correspondence relationship), and the rescue vehicle under the rescue braking condition
- the corresponding relationship between the total vehicle weight and the braking force of the rescue vehicle (referred to as the weight-braking force correspondence).
- this application can determine the target corresponding to the entire vehicle weight under rescue traction conditions according to the preset weight and traction force correspondence under rescue traction conditions Traction force; in the same way, after obtaining the full vehicle weight of the rescue vehicle under rescue braking conditions, the weight of the entire vehicle under rescue braking conditions can be determined according to the corresponding relationship of the preset weight braking force under rescue braking conditions
- the corresponding target braking force lays the foundation for the subsequent vehicle operation driving device (including traction device and braking device) to apply traction and braking force to the rescue vehicle.
- Step S3 Send the target application force to the vehicle operation drive device corresponding to the target rescue condition, so that the vehicle operation drive device applies the force according to the target, and controls the rescue vehicle to run under the pulling force that the coupler can withstand.
- the present application may send the target traction force to the traction device in the vehicle operation drive device, so that the traction device can apply the target traction force to the rescue vehicle, that is, rescue The vehicle accelerates under the target traction force; in the same way, after determining the target braking force corresponding to the full vehicle weight in the rescue braking condition, the target braking force can be sent to the braking device in the driving device of the vehicle to make the braking device
- the target braking force is applied to the rescue vehicle, that is, the rescue vehicle stops under the target braking force, so that the rescue vehicle runs under the pulling force that the coupler can withstand, avoiding the risk of coupler breakage and train safety problems.
- the present invention provides a traction braking control method for a rescue vehicle. Considering that rescue vehicles with different total vehicle weights are started and stopped under the same coupler's pull force, the corresponding traction and braking forces are not the same, so this application is based on the rescue The weight of the vehicle corresponding to the entire vehicle exerts traction and braking force for the rescue vehicle.
- the purpose is to apply the traction and braking force to the rescue vehicle under the tensile force that the coupler can withstand, thereby reducing the tensile force borne by the coupler to a certain extent. Avoid the risk of coupler fracture and train safety issues.
- the process of obtaining the full vehicle weight of the rescue vehicle under the target rescue condition includes:
- the corresponding total vehicle weight of the rescue vehicle under the rescue traction condition the weight of the rescue vehicle + the weight of the malfunctioning vehicle, so this application is seeking
- the rescue vehicle is in the rescue traction condition
- the weight of the rescue vehicle and the weight of the faulty vehicle are first obtained, and then the two are added to obtain the total vehicle weight of the rescue vehicle in the rescue traction condition.
- the process of determining the target applied force corresponding to the weight of the entire vehicle according to the corresponding relationship of the preset weight applied force under the target rescue condition includes:
- a(min) is taken within the allowable range of the force on the coupler, and the minimum acceleration value of the rescue vehicle AW3 weight on a straight road or slope;
- a(max) is taken within the allowable range of the force on the coupler Inside, the minimum acceleration value of the rescue vehicle AW0 vehicle weight on a straight road and a ramp;
- the relationship F the weight of the whole vehicle under the rescue traction condition ⁇ a+starting resistance+ramp resistance is obtained to obtain the target traction force of the rescue vehicle.
- the principles for obtaining the traction force of the rescue vehicle under rescue traction conditions include: 1) Obtain the acceleration of the rescue vehicle under rescue traction conditions: the rescue vehicle can be started on the maximum slope and the coupler force is left to a certain extent. On the basis of the margin, obtain in advance the achievable acceleration value of the rescue vehicle under the weight of the rescue vehicle AW0 and AW3, and the rescue vehicle under various rescue traction conditions on straight roads and slopes.
- the smaller acceleration value is a(max)
- the rescue vehicle takes the weight of the rescue vehicle AW3
- the rescue vehicle The smallest acceleration value of the minimum acceleration value on the straight road and the minimum acceleration value on the slope is a(min)
- the acceleration relationship of the rescue vehicle is obtained as The acceleration of the rescue vehicle is adjusted in real time within the range of a(min) ⁇ a(max).
- the weight of the rescue vehicle AW0 refers to the weight of the empty vehicle
- the weight of the rescue vehicle AW3 refers to the weight of the overloaded vehicle.
- the process of obtaining the full vehicle weight of the rescue vehicle in the target rescue condition includes:
- the corresponding total vehicle weight of the rescue vehicle in the rescue braking condition the weight of the rescue vehicle, so this application is seeking a rescue vehicle Obtain the weight of the rescue vehicle when rescuing the weight of the entire vehicle under the braking condition of rescue, and use it as the weight of the entire vehicle under the rescue braking condition of the rescue vehicle.
- the process of determining the target applied force corresponding to the weight of the entire vehicle according to the corresponding relationship of the preset weight applied force under the target rescue condition includes:
- the maximum braking force value of the rescue vehicle takes the emergency braking force value, that is, the braking force under the rescue braking condition ⁇ the whole vehicle weight under the rescue braking condition ⁇ the braking deceleration of the emergency braking of the rescue vehicle, that is, rescue Braking force under braking conditions ⁇ weight of rescue vehicle ⁇ braking deceleration of emergency braking of rescue vehicle.
- the braking force of the rescue car in the rescue braking condition the weight of the rescue car ⁇ the braking deceleration of the rescue car’s emergency braking; when the rescue car is not in an emergency braking, the rescue The braking force of the vehicle under rescue braking conditions may be a certain value less than the emergency braking force.
- the bogie of each car of the rescue vehicle is equipped with a pressure sensor for detecting the pressure value in the air spring of the bogie;
- the process of obtaining the weight of the rescue vehicle includes:
- each carriage of the rescue vehicle has two bogies, and each bogie is equipped with a pressure sensor for detecting the pressure value in the air spring of the bogie.
- the pressure value in the air spring of the bogie has a certain relationship with the load of the car in which the bogie is located (referred to as the pressure load correspondence), so the process of obtaining the weight of the rescue car in this application includes: obtaining the weight of each car of the rescue car The pressure detection value of the pressure sensor on the bogie, and then determine the load capacity of each car corresponding to the pressure detection value of each car according to the corresponding relationship of pressure load; add the load capacity of each car to each car The rotating mass of the car (rotating mass: the rotating mass of the unpowered car is 5% of the weight of the empty car, and the rotating mass of the powered car is 10% of the weight of the empty car) to get the weight of each car; all cars Add the weight of, to obtain the weight of the rescue vehicle (the weight of the failed vehicle can also be obtained according to the principle of obtaining the weight of
- each bogie of the rescue vehicle is equipped with two pressure sensors for detecting the pressure value in the air spring of the bogie, and accordingly, the process of obtaining the pressure detection value corresponding to each compartment of the rescue vehicle Including: obtaining the pressure detection values of two pressure sensors on a bogie of each car of the rescue vehicle, and then taking the average value of the two pressure sensors of the same bogie as the pressure detection value corresponding to the car where the bogie is located. It should be noted that if one of the two pressure sensors of the same bogie is faulty, the pressure detection value of the other pressure sensor shall be taken as the pressure detection value corresponding to the car in which the bogie is located.
- the traction brake control method further includes:
- this application sets a low weight threshold for a car (referred to as the target car) in advance, such as the target car AW0 car weight*0.7, when When the weight of the target car is less than the preset low weight threshold corresponding to the target car, it means that the pressure value detected by the pressure sensor used to calculate the weight of the target car is wrong, and the pressure sensor used to calculate the weight of the target car is determined to be faulty.
- the traction brake control method further includes:
- the pressure detection value of the pressure sensor on the other bogie of the target car is obtained to obtain the load capacity of the target car according to the pressure detection value of the pressure sensor on the other bogie, and then the target The weight of the vehicle is added to the rotating mass of the target vehicle to obtain the weight of the target vehicle, and the weight of the rescue vehicle is calculated based on the weight of the target vehicle to obtain a more accurate weight of the rescue vehicle.
- this application also sets an overweight threshold for the rescue vehicle in advance, such as the weight of the rescue vehicle AW3*1.2, when the weight of the rescue vehicle is greater than the preset overweight threshold, it is determined that the rescue vehicle is overloaded.
- FIG. 2 is a schematic structural diagram of a traction brake control system for a rescue vehicle according to an embodiment of the present invention.
- the traction brake control system of the rescue vehicle includes:
- the weight acquisition module 1 is used to acquire the total weight of the rescue vehicle under the target rescue condition after receiving a towing command or a braking command;
- the applied force determination module 2 is used to determine the target applied force corresponding to the weight of the entire vehicle according to the corresponding relationship of the preset weight applied force under the target rescue condition;
- the operation driving module 3 is used to send the target application force to the vehicle operation driving device corresponding to the target rescue condition, so that the vehicle operation driving device applies the force according to the target, and controls the rescue vehicle to run under the pulling force that the coupler can withstand.
- FIG. 3 is a schematic structural diagram of a traction brake control device for a rescue vehicle according to an embodiment of the present invention.
- the traction brake control equipment of the rescue vehicle includes:
- the driving device of the vehicle that is installed in each compartment of the rescue vehicle and includes the traction device and the brake device;
- the vehicle controller VCU which is located in each cab of the rescue vehicle and connected to the traction device and the brake device, is used to implement the steps of any of the above-mentioned traction brake control methods of the rescue vehicle when the stored computer program is executed .
- the traction brake control equipment of the rescue vehicle of the present invention includes an air spring pressure sensor configured for an air spring, and one VCU (Vector Control Unit, vehicle controller) configured for each driver's cab.
- Traction command train line used to receive traction commands
- brake command train line used to receive braking commands
- rescue mode train line used to characterize the current rescue mode of the vehicle
- MVB Multifunction Vehicle Bus
- multifunctional vehicle Bus One train line, and one set of traction device and one set of braking device for each carriage.
- this application obtains the pressure detection value of a pressure sensor on a bogie of each car, and calculates the load capacity of each car according to the pressure detection value.
- the calculation can be performed by the vehicle controller, or by the system of each car.
- the driving device executes, and then feeds back the load capacity of each car to the vehicle controller.
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Abstract
一种救援车的牵引制动控制方法，包括：在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量；根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力；向所述目标救援工况对应的车辆运行驱动装置发送所述目标施加力，以使所述车辆运行驱动装置按照所述目标施加力，控制救援车在车钩所能承受的对拉力下运行。在一定程度上减小了车钩所承受的对拉力，避免了车钩断裂风险和列车安全问题。还包括一种救援车的牵引制动控制系统及设备。
Description
本申请要求于2020年01月02日提交至中国专利局、申请号为202010002916.6、发明名称为“一种救援车的牵引制动控制方法、系统及设备”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
本发明涉及轨道交通电路控制领域，特别是涉及一种救援车的牵引制动控制方法、系统及设备。
目前，在城轨车辆故障时，为了不影响其余列车运营，需对城轨车辆进行故障救援。现有技术中，用于救援城轨车辆的列车在救援工况下的牵引制动控制方法为：为缩短救援时间，在列车处于救援牵引工况时，列车的牵引装置以最大牵引力施加牵引；在列车处于救援制动工况时，列车的制动装置以最大制动力施加制动；且列车牵引和制动的转换未设置延时时间。但是，在列车由救援牵引工况转换为救援制动工况时，列车的车钩所承受的对拉力很大，甚至接近或超过车钩自身的承受力，从而导致车钩存在断裂的风险，为列车故障救援带来安全问题。
发明内容
本发明的目的是提供一种救援车的牵引制动控制方法、系统及设备，在车钩所能承受的对拉力下为救援车施加牵引力和制动力，从而在一定程度上减小了车钩所承受的对拉力，避免了车钩断裂风险和列车安全问题。
为解决上述技术问题，本发明提供了一种救援车的牵引制动控制方法，包括：
在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量；
根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力；
向所述目标救援工况对应的车辆运行驱动装置发送所述目标施加力，以使所述车辆运行驱动装置按照所述目标施加力，控制救援车在车钩所能承受的对拉力下运行。
优选地，在接收到牵引命令后，所述获取救援车在目标救援工况下的全车重量的过程，包括：
获取救援车重量和故障车重量；
将所述救援车重量加上所述故障车重量，得到救援车在救援牵引工况下的全车重量。
优选地，所述根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力的过程，包括：
根据预设加速度求取关系式
得到救援车的目标加速度；其中，a(min)取在车钩受力允许范围内，救援车AW3车重在平直道、坡道上的最小加速度值；a(max)取在车钩受力允许范围内，救援车AW0车重在平直道、坡道上的最小加速度值；
根据预设牵引力求取关系式F＝救援牵引工况下的全车重量×a+起动阻力+坡道阻力，得到救援车的目标牵引力。
优选地，在接收到制动命令后，所述获取救援车在目标救援工况下的全车重量的过程，包括：
获取救援车重量，并将所述救援车重量作为救援车在救援制动工况下的全车重量。
优选地，所述根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力的过程，包括：
根据救援制动工况下的制动力≤救援制动工况下的全车重量×救援车紧急制动的制动减速度，确定救援车的目标制动力。
优选地，救援车的每节车厢的转向架上均安装有用于检测转向架的空气弹簧内的压力值的压力传感器；
相应的，所述获取救援车重量的过程，包括：
获取每节车厢的一转向架上压力传感器的压力检测值，并根据所述压力检测值求取每节车厢的载重量；
将每节车厢的载重量均对应加上每节车厢的旋转质量，得到每节车厢的重量；
将所有车厢的重量相加，得到救援车重量。
优选地，所述牵引制动控制方法还包括：
当所有车厢中一目标车厢的重量小于所述目标车厢对应的预设低重量阈值时，确定用于计算目标车厢重量的压力传感器故障。
优选地，在确定用于计算目标车厢重量的压力传感器故障之后，所述牵引制动控制方法还包括：
获取所述目标车厢的另一转向架上压力传感器的压力检测值，并根据此压力检测值修正所述救援车重量。
为解决上述技术问题，本发明还提供了一种救援车的牵引制动控制系统，包括：
重量获取模块，用于在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量；
施加力确定模块，用于根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力；
运行驱动模块，用于向所述目标救援工况对应的车辆运行驱动装置发送所述目标施加力，以使所述车辆运行驱动装置按照所述目标施加力，控制救援车在车钩所能承受的对拉力下运行。
为解决上述技术问题，本发明还提供了一种救援车的牵引制动控制设备，包括：
设于救援车的每节车厢内、包含牵引装置和制动装置的车辆运行驱动装置；
设于救援车的每个司机室内、与所述牵引装置和制动装置连接的整车控制器，用于在执行所存储的计算机程序时实现上述任一种救援车的牵引制动控制方法的步骤。
本发明提供了一种救援车的牵引制动控制方法，考虑到不同全车重量的救援车，在同一车钩对拉力下启动和停止所对应的牵引力和制动力并不相同，所以本申请基于救援车对应的全车重量为救援车施加牵引力和制动力，目的是在车钩所能承受的对拉力下为救援车施加牵引力和制动力，从而在一定程度上减小了车钩所承受的对拉力，避免了车钩断裂风险和列车安全问题。
本发明还提供了一种救援车的牵引制动控制系统及设备，与上述牵引制动控制方法具有相同的有益效果。
为了更清楚地说明本发明实施例中的技术方案，下面将对现有技术和实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例提供的一种救援车的牵引制动控制方法的流程图；
图2为本发明实施例提供的一种救援车的牵引制动控制系统的结构示意图；
图3为本发明实施例提供的一种救援车的牵引制动控制设备的结构示意图。
本发明的核心是提供一种救援车的牵引制动控制方法、系统及设备，在车钩所能承受的对拉力下为救援车施加牵引力和制动力，从而在一定程度上减小了车钩所承受的对拉力，避免了车钩断裂风险和列车安全问题。
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本 发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
请参照图1，图1为本发明实施例提供的一种救援车的牵引制动控制方法的流程图。
该救援车的牵引制动控制方法包括：
步骤S1：在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量。
具体地，考虑到不同全车重量的救援车，在同一车钩对拉力下启动和停止所对应的牵引力和制动力并不相同，即在一定车钩对拉力下，救援车的全车重量与救援车的施加力(牵引力和制动力的统称)之间具有一定对应关系。所以本申请基于救援车的全车重量为救援车施加牵引力和制动力，目的是在车钩所能承受的对拉力下为救援车施加牵引力和制动力。
基于此，本申请在接收到牵引命令后，首先获取救援车在救援牵引工况下的全车重量；同理，在接收到制动命令后，首先获取救援车在救援制动工况下的全车重量，以为后续确定救援车的牵引力和制动力打下基础。
步骤S2：根据目标救援工况下的预设重量施加力对应关系，确定与全车重量对应的目标施加力。
需要说明的是，本申请的预设是提前设置好的，只需要设置一次，除非根据实际情况需要修改，否则不需要重新设置。
具体地，基于步骤S1的原理，可以理解的是，本申请需提前设置救援车的全车重量与救援车的施加力之间的对应关系，简称重量施加力对应关系。更具体地，重量施加力对应关系包括救援车在救援牵引工况下的全车重量与救援车的牵引力之间的对应关系(简称重量牵引力对应关系)，及救援车在救援制动工况下的全车重量与救援车的制动力之间的对应关系(简称重量制动力对应关系)。
基于此，本申请在获取救援车在救援牵引工况下的全车重量后，可根据救援牵引工况下的预设重量牵引力对应关系，确定与救援牵引工况下的全车重量对应的目标牵引力；同理在获取救援车在救援制动工况下的全车重量后，可根据救援制动工况下的预设重量制动力对应关系，确定与救援制动工况下的全车重量对应的目标制动力，以为后续车辆运行驱动装置(包括牵引装置和制动装置)为救援车施加牵引力和制动力打下基础。
步骤S3：向目标救援工况对应的车辆运行驱动装置发送目标施加力，以使车辆运行驱动装置按照目标施加力，控制救援车在车钩所能承受的对拉力下运行。
具体地，本申请在确定与救援牵引工况下的全车重量对应的目标牵引力后，可向车辆运行驱动装置中的牵引装置发送目标牵引力，以使牵引装置为救援车施加目标牵引力，即救援车在目标牵引力下加速；同理在确定与救援制动工况下的全车重量对应的目标制动力后，可向车辆运行驱动装置中的制动装置发送目标制动力，以使制动装置为救援车施加目标制动力，即救援车在目标制动力下停车，从而使救援车在车钩所能承受的对拉力下运行，避免了车钩断裂风险和列车安全问题。
此外，为了在车钩所能承受的对拉力下尽可能缩短救援时间，本申请在设置重量施加力对应关系时，尽可能在车钩所能承受的对拉力下，为一定全车重量的救援车设置较大的牵引力和制动力。
本发明提供了一种救援车的牵引制动控制方法，考虑到不同全车重量的救援车，在同一车钩对拉力下启动和停止所对应的牵引力和制动力并不相同，所以本申请基于救援车对应的全车重量为救援车施加牵引力和制动力，目的是在车钩所能承受的对拉力下为救援车施加牵引力和制动力，从而在一定程度上减小了车钩所承受的对拉力，避免了车钩断裂风险和列车安全问题。
在上述实施例的基础上：
作为一种可选的实施例，在接收到牵引命令后，获取救援车在目标救援工况下的全车重量的过程，包括：
获取救援车重量和故障车重量；
将救援车重量加上故障车重量，得到救援车在救援牵引工况下的全车重量。
具体地，考虑到挂接有故障车的救援车在坡道启动运行的过程中，救援车在救援牵引工况下对应的全车重量＝救援车重量+故障车重量，所以本申请在求取救援车在救援牵引工况下的全车重量时，首先获取救援车重量和故障车重量，然后将二者相加得到救援车在救援牵引工况下的全车重量。
作为一种可选的实施例，根据目标救援工况下的预设重量施加力对应关系，确定与全车重量对应的目标施加力的过程，包括：
根据预设加速度求取关系式
得到救援车的目标加速度；其中，a(min)取在车钩受力允许范围内，救援车AW3车重在平直道、坡道上的最小加速度值；a(max)取在车钩受力允许范围内，救援车AW0车重在平直道、坡道上的最小加速度值；
根据预设牵引力求取关系式F＝救援牵引工况下的全车重量×a+起动阻力+坡道阻力，得到救援车的目标牵引力。
具体地，救援车在救援牵引工况下的牵引力的求取原理包括：1)救援车在救援牵引工况下的加速度求取：在救援车可在最大坡道上起动且车钩受力留有一定余量的基础上，提前获取在救援车AW0、AW3车重下，救援车在平直道、坡道上的各种救援牵引工况下可达到的加速度值。取在救援车AW0车重下，救援车在平直道上的最小加速度值和在坡道上的最小加速度值中较小的加速度值为a(max)，取在救援车AW3车重下，救援车在平直道上的最小加速度值和在坡道上的最小加速度值中较小的加速度值为 a(min)，则救援车加速度求取关系式为
救援车加速度在a(min)～a(max)范围内实时调整。2)救援车在救援牵引工况下的牵引力求取：在救援车在救援牵引工况下的全车重量和加速度确定的情况下，救援车牵引力求取关系式为F＝救援牵引工况下的全车重量×a+起动阻力+坡道阻力，即F＝(救援车重量+故障车重量)×a+起动阻力+坡道阻力。
需要说明的是，救援车AW0车重指的是救援车空车车重，救援车AW3车重指的是救援车超载车重。
作为一种可选的实施例，在接收到制动命令后，获取救援车在目标救援工况下的全车重量的过程，包括：
获取救援车重量，并将救援车重量作为救援车在救援制动工况下的全车重量。
具体地，考虑到挂接有故障车的救援车在坡道制动运行的过程中，救援车在救援制动工况下对应的全车重量＝救援车重量，所以本申请在求取救援车在救援制动工况下的全车重量时，获取救援车重量，并将其作为救援车在救援制动工况下的全车重量。
作为一种可选的实施例，根据目标救援工况下的预设重量施加力对应关系，确定与全车重量对应的目标施加力的过程，包括：
根据救援制动工况下的制动力≤救援制动工况下的全车重量×救援车紧急制动的制动减速度，确定救援车的目标制动力。
具体地，在救援车在救援制动工况下的全车重量确定的情况下，为保障救援车在救援制动工况下的安全，需保证救援车可在紧急制动的安全距离内停车，救援车的最大制动力值取紧急制动力值，即救援制动工况下的制动力≤救援制动工况下的全车重量×救援车紧急制动的制动减速度，也 即救援制动工况下的制动力≤救援车重量×救援车紧急制动的制动减速度。
更具体地，在救援车紧急制动时，救援车在救援制动工况下的制动力＝救援车重量×救援车紧急制动的制动减速度；在救援车非紧急制动时，救援车在救援制动工况下的制动力可取小于紧急制动力的一定值。
作为一种可选的实施例，救援车的每节车厢的转向架上均安装有用于检测转向架的空气弹簧内的压力值的压力传感器；
相应的，获取救援车重量的过程，包括：
获取每节车厢的一转向架上压力传感器的压力检测值，并根据压力检测值求取每节车厢的载重量；
将每节车厢的载重量均对应加上每节车厢的旋转质量，得到每节车厢的重量；
将所有车厢的重量相加，得到救援车重量。
具体地，救援车的每节车厢上有两个转向架，每个转向架上均安装有用于检测转向架的空气弹簧内的压力值的压力传感器。已知转向架的空气弹簧内的压力值与转向架所在车厢的载重量有一定关系(称为压力载重对应关系)，所以本申请获取救援车重量的过程包括：获取救援车的每节车厢的一转向架上压力传感器的压力检测值，然后根据压力载重对应关系确定与每节车厢的压力检测值分别对应的每节车厢的载重量；将每节车厢的载重量均对应加上每节车厢的旋转质量(旋转质量：没有动力的车厢的旋转质量取对应空车厢重量的5％，有动力的车厢的旋转质量取对应空车厢重量的10％)，得到每节车厢的重量；将所有车厢的重量相加，得到救援车重量(故障车重量也可按照救援车重量的求取原理求取，本申请在此不再赘述)。
更具体地，救援车的每个转向架上均安装有两个用于检测转向架的空气弹簧内的压力值的压力传感器，相应的，获取救援车的每节车厢对应的压力检测值的过程包括：获取救援车的每节车厢的一转向架上两个压力传感器的压力检测值，然后取同一转向架的两个压力传感器的平均值作为此转向架所在车厢对应的压力检测值。需要说明的是，若同一转向架的两个 压力传感器中有一个压力传感器故障，则取另一个压力传感器的压力检测值作为此转向架所在车厢对应的压力检测值。
作为一种可选的实施例，牵引制动控制方法还包括：
当所有车厢中一目标车厢的重量小于目标车厢对应的预设低重量阈值时，确定用于计算目标车厢重量的压力传感器故障。
进一步地，考虑到救援车的任一车厢的重量应大于此车厢空车车重，所以本申请提前为一车厢(称为目标车厢)设置低重量阈值，如目标车厢AW0车重*0.7，当目标车厢的重量小于目标车厢对应的预设低重量阈值时，说明用于计算目标车厢重量的压力传感器检测的压力值错误，则确定用于计算目标车厢重量的压力传感器故障。
作为一种可选的实施例，在确定用于计算目标车厢重量的压力传感器故障之后，牵引制动控制方法还包括：
获取目标车厢的另一转向架上压力传感器的压力检测值，并根据此压力检测值修正救援车重量。
进一步地，若用于计算目标车厢重量的压力传感器故障，则目标车厢重量的计算值与实际目标车厢重量存在较大误差，导致最终求取的救援车重量不准确，所以本申请在确定用于计算目标车厢重量的压力传感器故障之后，获取目标车厢的另一转向架上压力传感器的压力检测值，以根据另一转向架上压力传感器的压力检测值求取目标车厢的载重量，然后将目标车厢的载重量加上目标车厢的旋转质量，得到目标车厢的重量，从而基于目标车厢的重量求取救援车重量，以得到更准确的救援车重量。
此外，本申请还提前为救援车设置超重阈值，如救援车AW3车重*1.2，当救援车重量大于预设超重阈值时，确定救援车超载。
请参照图2，图2为本发明实施例提供的一种救援车的牵引制动控制系统的结构示意图。
该救援车的牵引制动控制系统包括：
重量获取模块1，用于在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量；
施加力确定模块2，用于根据目标救援工况下的预设重量施加力对应关系，确定与全车重量对应的目标施加力；
运行驱动模块3，用于向目标救援工况对应的车辆运行驱动装置发送目标施加力，以使车辆运行驱动装置按照目标施加力，控制救援车在车钩所能承受的对拉力下运行。
本申请提供的牵引制动控制系统的介绍请参考上述牵引制动控制方法的实施例，本申请在此不再赘述。
请参照图3，图3为本发明实施例提供的一种救援车的牵引制动控制设备的结构示意图。
该救援车的牵引制动控制设备包括：
设于救援车的每节车厢内、包含牵引装置和制动装置的车辆运行驱动装置；
设于救援车的每个司机室内、与牵引装置和制动装置连接的整车控制器VCU，用于在执行所存储的计算机程序时实现上述任一种救援车的牵引制动控制方法的步骤。
具体地，本发明的救援车的牵引制动控制设备包括为空气弹簧配置的空气弹簧压力传感器，每个司机室配置的VCU(Vector Control Unit，整车控制器)各一台，全车配置的牵引命令列车线(用于接收牵引命令)、制动命令列车线(用于接收制动命令)、救援模式列车线(用于表征车辆当前的救援模式)、MVB(Multifunction Vehicle Bus，多功能车辆总线)列车线各一根，每节车厢配置的牵引装置和制动装置各一套。
此外，本申请获取每节车厢的一转向架上压力传感器的压力检测值，并根据压力检测值求取每节车厢的载重量的步骤计算可由整车控制器执行，也可由每节车厢的制动装置执行，然后将每节车厢的载重量反馈至整车控制器。
本申请提供的牵引制动控制设备的其余介绍请参考上述牵引制动控制方法的实施例，本申请在此不再赘述。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其他实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。
Claims (10)
- 一种救援车的牵引制动控制方法，其特征在于，包括：在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量；根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力；向所述目标救援工况对应的车辆运行驱动装置发送所述目标施加力，以使所述车辆运行驱动装置按照所述目标施加力，控制救援车在车钩所能承受的对拉力下运行。
- 如权利要求1所述的救援车的牵引制动控制方法，其特征在于，在接收到牵引命令后，所述获取救援车在目标救援工况下的全车重量的过程，包括：获取救援车重量和故障车重量；将所述救援车重量加上所述故障车重量，得到救援车在救援牵引工况下的全车重量。
- 如权利要求2所述的救援车的牵引制动控制方法，其特征在于，所述根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力的过程，包括：根据预设加速度求取关系式得到救援车的目标加速度；其中，a(min)取在车钩受力允许范围内，救援车AW3车重在平直道、坡道上的最小加速度值；a(max)取在车钩受力允许范围内，救援车AW0车重在平直道、坡道上的最小加速度值；
根据预设牵引力求取关系式F＝救援牵引工况下的全车重量×a+起动阻力+坡道阻力，得到救援车的目标牵引力。 - 如权利要求1所述的救援车的牵引制动控制方法，其特征在于，在接收到制动命令后，所述获取救援车在目标救援工况下的全车重量的过程，包括：获取救援车重量，并将所述救援车重量作为救援车在救援制动工况下的全车重量。
- 如权利要求4所述的救援车的牵引制动控制方法，其特征在于，所述根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力的过程，包括：根据救援制动工况下的制动力≤救援制动工况下的全车重量×救援车紧急制动的制动减速度，确定救援车的目标制动力。
- 如权利要求2或4所述的救援车的牵引制动控制方法，其特征在于，救援车的每节车厢的转向架上均安装有用于检测转向架的空气弹簧内的压力值的压力传感器；相应的，所述获取救援车重量的过程，包括：获取每节车厢的一转向架上压力传感器的压力检测值，并根据所述压力检测值求取每节车厢的载重量；将每节车厢的载重量均对应加上每节车厢的旋转质量，得到每节车厢的重量；将所有车厢的重量相加，得到救援车重量。
- 如权利要求6所述的救援车的牵引制动控制方法，其特征在于，所述牵引制动控制方法还包括：当所有车厢中一目标车厢的重量小于所述目标车厢对应的预设低重量阈值时，确定用于计算目标车厢重量的压力传感器故障。
- 如权利要求7所述的救援车的牵引制动控制方法，其特征在于，在确定用于计算目标车厢重量的压力传感器故障之后，所述牵引制动控制方法还包括：获取所述目标车厢的另一转向架上压力传感器的压力检测值，并根据此压力检测值修正所述救援车重量。
- 一种救援车的牵引制动控制系统，其特征在于，包括：重量获取模块，用于在接收到牵引命令或制动命令后，获取救援车在目标救援工况下的全车重量；施加力确定模块，用于根据所述目标救援工况下的预设重量施加力对应关系，确定与所述全车重量对应的目标施加力；运行驱动模块，用于向所述目标救援工况对应的车辆运行驱动装置发送所述目标施加力，以使所述车辆运行驱动装置按照所述目标施加力，控制救援车在车钩所能承受的对拉力下运行。
- 一种救援车的牵引制动控制设备，其特征在于，包括：设于救援车的每节车厢内、包含牵引装置和制动装置的车辆运行驱动装置；设于救援车的每个司机室内、与所述牵引装置和制动装置连接的整车控制器，用于在执行所存储的计算机程序时实现如权利要求1-8任一项所述的救援车的牵引制动控制方法的步骤。
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