WO2022148079A1

WO2022148079A1 - Method and apparatus for supplementing air brake of subway vehicle

Info

Publication number: WO2022148079A1
Application number: PCT/CN2021/123216
Authority: WO
Inventors: 王丽; 段继超; 何小军; 任得鹏; 张青
Original assignee: 中车株洲电力机车有限公司
Priority date: 2021-01-05
Filing date: 2021-10-12
Publication date: 2022-07-14
Also published as: CN112590854A; CN112590854B

Abstract

A method and apparatus for supplementing an air brake of a subway vehicle. The method comprises the following steps: comparing abelt 1 and Δa; and if abelt 1≥Δa, increasing the air braking force by aadjustment. The apparatus comprises: a first calculation unit, which is used to calculate abelt 1; a comparison unit, which is used to communicate with the first calculation unit and compare abelt 1 to a preset deceleration difference belt Δa; and a first execution unit, which communicates with the comparison unit and is used to increase the air braking force by aadjustment when abelt 1≥Δa. By comparing abelt1 and Δa to identify whether an electric brake presents a cliff-like reduction, that is, when abelt1 ≥ Δa, it is determined that the electric brake presents a cliff-like reduction, and the air braking force is promptly increased, thus solving the problem of a sudden reduction during the deceleration of a train. In addition, since the properties of a brake shoe of a brake system are closely correlated to environmental factors, such as temperature and humidity, by using the described method, the difference in deceleration of a train can be dynamically adjusted, and the braking force outputted by the train can be adjusted according to the closest properties of the brake shoe.

Description

A method and device for supplementing air brakes of subway vehicles

technical field

The invention relates to the field of train braking control, in particular to a method and device for supplementing air braking of subway vehicles.

Background technique

There are two kinds of braking forces, electric braking and air braking, in the stop phase of subway vehicles during normal operation. Generally speaking, the electric braking force will be used preferentially when the train is braking. When the train is lower than a certain speed, the electric braking will exit, and the air braking will be applied until it stops. In this process, the cooperation between the electric brake and the air brake will directly affect the braking effect of the train. Although the braking performance of the train has been tested and calibrated before the train runs, due to the influence of uncertain factors such as ambient temperature and friction coefficient of brake shoes, the coordination between the electric brake and the air brake of the train cannot always be consistent. Therefore, the electric brake is often reduced in a cliff-like manner, and the deceleration of the train suddenly decreases.

SUMMARY OF THE INVENTION

In order to solve the problem in the background technology that the coordination between the electric brake and the air brake of the existing subway vehicle cannot be kept consistent, the electric brake is lowered in a cliff-like manner, and the deceleration of the train suddenly decreases, the present invention provides a The method for supplementing the air brake of a subway vehicle, the specific technical scheme is as follows.

A method for supplementing air brakes of subway vehicles, comprising the following steps:

Compare a _{-band 1} with Δa, if a _{-band 1} ≥ Δa, increase the air braking force by a _tune ;

Where a _{band 1} = a _beginning - a _end ; a _beginning is the deceleration value of the electric brake when the electric brake starts to exit during the previous electric brake and air brake coordination process; a _end is the previous electric brake and In the process of air brake coordination, the deceleration value of the train when the electric brake is completely withdrawn; Δa is the preset deceleration difference band, a _adjustment = a _{band 1} + (Δa/2).

The preset deceleration difference band Δa is the maximum difference between the deceleration difference between the electric brake and the air brake in multiple electro-pneumatic coordination tests. When the electric brake force is withdrawn, the electric brake fade-out signal will be sent to the vehicle control network in advance, and the vehicle control system will send the signal to the vehicle air brake system, and the air brake system will apply the air brake force after receiving the signal. When the electric braking force is withdrawn, the time when the electric braking fade-out signal is sent in advance is the response time of the air braking.

Electro-pneumatic coordination test: During the low-speed stage of the train's parking process, the electric braking force capacity decreases as the vehicle speed decreases and cannot meet the deceleration requirements required by the vehicle. The train is supplemented by air braking. This process is called the electro-pneumatic coordination test process. Because the air brake needs a response time for the mechanical brake, the traction system negotiates with the air brake system, and sends the "electric braking force fade out" signal in advance for a period of time before the electric braking force drops, and the braking system starts to supplement the signal after receiving the signal. Air brake force, when the air brake force comes into play, the electric brake force value begins to decrease, and the superimposed effect of the electric brake and the air brake ensures that the deceleration of the vehicle is stable and unchanged. For the specific content of the electro-pneumatic cooperation test, please refer to the literature "Cooperation Analysis of Traction System and Braking System of Chongqing Metro Train", Huang Xianwu, Zhang Bin, Mao Kangxin, "Electric Transmission of Locomotives", 2016-05.

The above method identifies whether the electric brake decreases in a cliff-like manner by comparing a _{-band 1} and Δa, that is, when a _{-band 1} ≥Δa, it is judged that the electric brake decreases in a cliff-like manner, and the air braking force is increased in time to solve the problem of train reduction. The speed suddenly decreased. In addition, since the characteristics of the brake shoe of the braking system are closely related to environmental factors such as temperature and humidity, the above method can dynamically adjust the deceleration difference of the train, and adjust the braking force output by the train according to the closest characteristics of the brake shoe. On the other hand, the train braking performance test verification is carried out on a certain train, and there will be differences between different vehicles. The above method can dynamically adjust the train deceleration difference, so as to adjust the most suitable train according to the characteristics of each train. braking performance.

Preferably, before comparing a _{band 1} with Δa, the following steps are further included:

Compare a _{-band 2} with a _{-band 1} , if a _{-band 2} <a _{-band 1} , then use the value of a _{-band 2} as the new a _{-band 1} ;

Among them, a _{band 2} =V _{electric 0} ² /2S, S is the allowable stopping distance deviation of the train, and V _{electric 0} is the speed of the train when the electric brake is completely withdrawn. In this way, the deviation of the train stopping distance can be associated with the train control program to ensure that the adjustment accuracy meets the train operation requirements.

Preferably, if a _{band 1} ≥ Δa, the train lowering deceleration command is invalid and the train raising deceleration command is valid during the period when the air braking force is increased by a _regulation . Therefore, the frequent adjustment of the control level by the train control system caused by the objectively existing slow mechanical response speed of the air brake can be reduced.

Preferably, if a _{band 1} <Δa, both train up/down deceleration commands are valid.

Based on the same inventive concept, the present invention also provides an air brake supplementary device for a subway vehicle, including:

The first calculation unit is used to calculate a _{band 1} according to the following formula: a _{band 1} = a _beginning - a _end ; where a _beginning is the electric system when the electric brake starts to exit during the previous cooperation between the electric brake and the air brake. The deceleration value of the train, a is the _deceleration value of the train when the electric brake is completely withdrawn during the previous cooperation of the electric brake and the air brake;

a comparison unit, in communication with the first calculation unit, for comparing a _{band 1} with a preset deceleration difference band Δa;

A first execution unit, in communication with the comparison unit, for increasing the air braking force by a _tune when a _{band 1} ≥ Δa; where a _tune =a _{band 1} +(Δa/2).

The preset deceleration difference band Δa is the maximum difference between the deceleration difference between the electric brake and the air brake in the multiple electro-pneumatic coordination tests. Through the above structure, it is possible to identify whether the electric brake decreases in a cliff-like manner by comparing a _{-band 1} and Δa, that is, when a _{-band 1} ≥Δa, it is judged that the electric brake decreases in a cliff-like manner, and the air braking force is increased in time, thereby Solve the problem that the train deceleration suddenly becomes smaller. In addition, since the characteristics of the brake shoe of the braking system are closely related to environmental factors such as temperature and humidity, the above method can dynamically adjust the deceleration difference of the train, and adjust the braking force output by the train according to the closest characteristics of the brake shoe. On the other hand, the train braking performance test verification is carried out on a certain train, and there will be differences between different vehicles. The above method can dynamically adjust the train deceleration difference, so as to adjust the most suitable train according to the characteristics of each train. braking performance.

Preferably, a second calculation unit is also included, which communicates with the comparison unit and is used to calculate a _{band 2} according to the following formula: a _{band 2} =V _{electric 0} ² /2S, where S is the allowable stopping distance deviation of the train, and V _{electric 0} is the speed of the train when the electric brake is completely withdrawn;

The comparison unit takes the value of a _{-band 2} as a new a-band ₁ when a _{-band 2} <a- _{band 1} . In this way, the deviation of the train stopping distance can be associated with the train control program to ensure that the adjustment accuracy meets the train operation requirements.

Preferably, a second execution unit is also included, which communicates with the comparison unit, and is configured to disable the train lowering deceleration command during _the period of time when the air braking force is increased by a, when the a _{-band 1} ≥ Δa, so that the train lifts and decelerates. Speed command is valid. Therefore, the frequent adjustment of the control level by the train control system caused by the objectively existing slow mechanical response speed of the air brake can be reduced.

Preferably, a third execution unit is also included, which communicates with the comparison unit and is used to make both the train raising/lowering deceleration commands valid when a _{-band 1} <Δa.

Due to the adoption of the above technical solutions, compared with the prior art, the present invention identifies whether the electric braking is a cliff-like reduction by comparing a _{-band 1} and Δa, that is, when a _{-band 1} ≥Δa, it is determined that the electric braking is a cliff-like decrease The air brake force is increased in time, so as to solve the problem that the train deceleration suddenly becomes smaller. In addition, since the characteristics of the brake shoe of the braking system are closely related to environmental factors such as temperature and humidity, by using the method of the present invention, the deceleration difference of the train can be dynamically adjusted, and the output control of the train can be adjusted according to the closest characteristic of the brake shoe. power. On the other hand, the train braking performance test verification is carried out on a certain train, and there will be differences between different vehicles. The method of the present invention can dynamically adjust the train deceleration difference, so as to adjust the most suitable for the train according to the characteristics of each train. braking performance of the train.

Description of drawings

1 is a schematic flow chart of a method for supplementing air brakes of subway vehicles according to the present invention;

FIG. 2 is a schematic diagram of the circuit structure of the air brake supplementary device for a subway vehicle according to the present invention.

Detailed ways

The present invention will be described in further detail below with reference to the accompanying drawings.

Example 1

Referring to Fig. 1, a method for supplementing air braking of a subway vehicle includes the following steps:

S1, calculate a _{band 1} according to the following formula: a _{band 1} =a _beginning -a _end ;

Among them, a _initially is the deceleration value of the electric brake when the electric brake starts to exit during the previous cooperation process of the electric brake and the air brake, and a is the _final value of the electric brake during the previous cooperation process of the electric brake and the air brake. The deceleration value of the train when it completely exits;

S11. Calculate the a _{-band 2} according to the following formula: a _{-band 2} =V _{electric 0} ² /2S;, where S is the allowable stopping distance deviation of the train, and V _{-electric 0} is the speed of the train when the electric brake completely exits; if a _{-band 2} < a _{band 1} , the value of a _{band 2} is taken as the new a _{band 1} .

S2, compare the a _{band 1} with the preset deceleration difference band Δa;

If a _{band 1} ≥ Δa, increase the air braking force by a _tune , at the same time make the train lowering deceleration command invalid, and the train raising deceleration command is valid; where a _tuning = a _{band 1} + (Δa/2);

If a _{band 1} < Δa, both the train raising/lowering deceleration commands are valid.

The preset deceleration difference band Δa is the maximum difference between the deceleration difference between the electric brake and the air brake in the multiple electro-pneumatic coordination tests.

The accuracy of the subway vehicle parking benchmarking generally needs to be controlled within ±30cm. If the vehicle exceeds this range, the vehicle will report a fault. If the vehicle door cannot be opened automatically if it exceeds the range of ±50cm, the driver needs to intervene and re-align the benchmark or manually open the door before the vehicle can get on and off passengers. . Through this method, the vehicle alignment accuracy can be improved, and the probability of the vehicle reporting a fault can be reduced.

Example 2

Referring to Figure 2, a supplementary device for air brakes of subway vehicles, including:

The second calculation unit, in communication with the comparison unit, is used to calculate a _{band 2} according to the following formula: a _{band 2} =V _{electric 0} ² /2S, where S is the allowable stopping distance deviation of the train, and V _{electric 0} is the electric braking The speed of the train when it completely exits; the comparison unit takes the value of a _{-band 2} as the new a-band ₁ when a _{-band 2} <a- _{band 1} .

The second execution unit, in communication with the comparison unit, is used for invalidating the train lowering deceleration command and validating the train raising deceleration command during the time period when the air braking force is increased by a _regulation when a _{band 1} ≥ Δa.

The third execution unit, in communication with the comparison unit, is configured to make both the train raising/lowering deceleration commands valid when a _{-band 1} <Δa. The preset deceleration difference band Δa is the maximum difference between the deceleration difference between the electric brake and the air brake in the multiple electro-pneumatic coordination tests.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, but not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand: it can still be Modifications are made to the technical solutions described in the foregoing embodiments, or some technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

A method for supplementing air brakes of subway vehicles, comprising the following steps:

Compare a -band 1 with Δa, if a -band 1 ≥ Δa, increase the air braking force by a tune ;

Where a band 1 = a beginning - a end ; a beginning is the deceleration value of the electric brake when the electric brake starts to exit during the previous electric brake and air brake coordination process; a end is the previous electric brake and In the process of air brake coordination, the deceleration value of the train when the electric brake is completely withdrawn; Δa is the preset deceleration difference band, a adjustment = a band 1 + (Δa/2).
The method for supplementing the air brake of a subway vehicle according to claim 1, further comprising the following steps before comparing the a -band 1 with Δa:

Compare a -band 2 with a -band 1 , if a -band 2 <a -band 1 , then use the value of a -band 2 as the new a -band 1 ;

Among them, a band 2 =V electric 0 2 /2S, S is the allowable stopping distance deviation of the train, and V electric 0 is the speed of the train when the electric brake is completely withdrawn.
The method for supplementing the air brake of a subway vehicle according to claim 1 or 2, characterized in that: if a band 1 ≥ Δa, the train lowering deceleration command is invalid during the time period when the air braking force is increased by a, and the train increases the deceleration The command is valid.
The method for supplementing the air brake of a subway vehicle according to claim 1 or 2, characterized in that: if a band 1 < Δa, both train raising/lowering deceleration commands are valid.
An air brake supplementary device for a subway vehicle, characterized in that it includes:

The first calculation unit is used to calculate a band 1 according to the following formula: a band 1 = a beginning - a end ; where a beginning is the electric system when the electric brake starts to exit during the previous cooperation between the electric brake and the air brake. The deceleration value of the train, a is the deceleration value of the train when the electric brake is completely withdrawn during the previous cooperation of the electric brake and the air brake;

a comparison unit, in communication with the first calculation unit, for comparing a band 1 with a preset deceleration difference band Δa;

A first execution unit, in communication with the comparison unit, for increasing the air braking force by a tune when a band 1 ≥ Δa; where a tune =a band 1 +(Δa/2).
The air brake supplementary device for a subway vehicle according to claim 5, further comprising:

The second calculation unit, in communication with the comparison unit, is used to calculate a band 2 according to the following formula: a band 2 =V electric 0 2 /2S, where S is the allowable stopping distance deviation of the train, and V electric 0 is the electric braking the speed of the train when it is completely withdrawn;

The comparison unit takes the value of a -band 2 as a new a-band 1 when a -band 2 <a- band 1 .
The supplementary device for air braking of subway vehicles according to claim 5 or 6, characterized in that: it further comprises a second execution unit, which communicates with the comparison unit and is used for increasing the air braking force when a band 1 ≥ Δa During the time period adjusted by a, the train lowering deceleration command is invalid, and the train raising deceleration command is valid.
The air brake supplementary device for subway vehicles according to claim 5 or 6, characterized in that: it further comprises a third execution unit, which communicates with the comparison unit, and is used to raise the train when a band 1 < Δa Deceleration commands are valid.