CN113911092A - Control method for electric-air hybrid braking of train - Google Patents
Control method for electric-air hybrid braking of train Download PDFInfo
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- CN113911092A CN113911092A CN202111367207.9A CN202111367207A CN113911092A CN 113911092 A CN113911092 A CN 113911092A CN 202111367207 A CN202111367207 A CN 202111367207A CN 113911092 A CN113911092 A CN 113911092A
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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
- 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
- B60T13/58—Combined or convertible systems
- B60T13/585—Combined or convertible systems comprising friction brakes and retarders
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Regulating Braking Force (AREA)
Abstract
A control method of train electric-air hybrid braking relates to the technical field of electric braking control implemented by a train friction braking system and a traction system, and aims to solve the problems that braking force is seriously lost, braking distance is prolonged, threat is brought to train safety, mechanical friction braking abrasion is increased, energy conservation and environmental protection are not facilitated, and the like in the existing train braking process. The control method comprises four stages, namely a micro-sliding stage, a middle-level sliding stage, a severe sliding stage and an uncontrollable sliding stage, and defines the electric-air hybrid control method between a traction control unit of a traction system and a brake control unit of a friction brake system. The invention does not change the full-row cross mixing mechanism during micro-sliding and moderate sliding, and changes into the mixing of electric braking and friction braking in a single vehicle during severe sliding, so that each vehicle has the same adhesion requirement, the sliding depth is reduced or the sliding is completely eliminated, the loss of braking force is reduced, and the braking control capability of the train under the condition of low adhesion is improved.
Description
Technical Field
The invention relates to the technical field of electric brake control implemented by a train friction brake system and a traction system, in particular to a control method of electric-air hybrid braking of a train.
Background
At present, when a subway train and a light rail train slide in an electric-air hybrid braking period, an electric braking 'one-off' mode is generally adopted, namely after the subway train and the light rail train slide for a certain time, the electric braking is directly abandoned, and the control is converted into friction braking control. This kind of control scheme is comparatively simple, but there is the promotion space in following aspect:
the electric braking force applied by the motor train is large, the requirement on adhesion is high, when sliding occurs, excessive braking force is not transferred to other vehicles in time, so that the loss of the braking force is serious, the braking distance is prolonged, and the safety of a train is threatened.
The electric brake has the sliding protection function and is controlled accurately, the electric brake is cut off prematurely to influence the exertion of the electric brake, the friction brake abrasion is increased, and the economical efficiency of energy conservation, environmental protection and train operation is not facilitated.
Disclosure of Invention
The invention provides a control method for train electric-air hybrid braking, which aims to solve the problems that braking force is seriously lost, braking distance is prolonged, threat is brought to train safety, mechanical friction braking abrasion is increased, energy conservation and environmental protection are not facilitated and the like in the conventional train braking process.
The control method of the train electric-air hybrid brake comprises four stages, namely a micro-sliding stage, a middle-level sliding stage, a severe sliding stage and an uncontrollable sliding stage, and defines the electric-air hybrid control method between a traction control unit of a traction system and a brake control unit of a friction brake system.
The micro sliding stage is sliding in a short time, and an electric-air coordination mechanism is not changed;
coasting which occurs for a short time, i.e. less than time t1, in which the cross-blending mechanism between the railcar and the trailer is not changed, the Traction Control Unit (TCU) indicates the detection of a coasting condition by setting the "electric brake coast" signal; the Brake Control Unit (BCU) will lock the "electric brake effort" signal internally and the friction brakes of the railcar will be reduced to help the electric brakes eliminate coasting.
The middle-stage sliding stage does not change a cross mixing mechanism, but the braking force is redistributed;
when the time t1 is exceeded, the BCU will terminate the locking of the 'electric brake effective force' signal and resume using the current electric brake force sent by the TCU; if the obtained actual applied electric braking force is lower than the electric braking demand value, the difference of the braking force is redistributed among the vehicles by adopting an average distribution method until the set adhesion limit is reached, but the difference is not distributed to the sliding motor cars.
When the electric brake coasting does not exceed the time t2, the "electric brake command" is not reduced as long as the electric brake coasting signal is active. After time t2, the "electric brake command" will not be reduced if only one railcar is coasting.
The severe sliding stage is the termination of cross mixing and the start of a proportional mode;
when the electrically-braked Wheel Slide Protection (WSP) fails to eliminate the slide within time t2, the system enters a severe slide state. Severe glide is defined as: at least two of the motor vehicles detect "electric brake coasting" and the time has lasted beyond t 2;
during severe coasting, the 'electric brake command' is reduced to a level of cross-blending termination, each vehicle brakes itself and does not provide any additional brake force compensation for other vehicles, namely the distribution mode of the train brake force is changed from the full-train cross-blending to the proportional mode of a single vehicle;
uncontrollable coast phase i.e. coast control safety function
If "electric brake command" > F1 and "electric brake effort" < F2 and the duration is greater than time t3, the BCU reduces the affected railcar electric brake command to zero through the interface of the "electric brake command" and the railcar's coasting control will be fully handed to the WSP function of friction braking during which the railcar is treated as a trailer (i.e., electric brake is not available). The other motor cars are not affected and still can provide the electric braking force.
The invention has the beneficial effects that: the invention breaks through the concept constraint of earlier electric braking removal in the traditional meaning, does not change the full-row cross mixing concept during micro-sliding and moderate sliding, and is converted into the mixing of electric braking and friction braking in a single vehicle during severe sliding, so that each vehicle has the same adhesion requirement, the sliding depth is reduced or sliding is completely eliminated, the loss of braking force is reduced, and the braking control capability of the train under the condition of low adhesion is improved. Meanwhile, in the control method, the electric brake is cut off only under the condition of extreme complete uncontrollable, so that the exertion of the electric brake is ensured to the maximum extent, and the energy conservation and environmental protection of the rail train are facilitated.
The control method of the invention has been successfully applied to the melbourne subway project, and the vehicles have begun to officially carry passengers and put into commercial operation.
Drawings
Fig. 1 is a schematic diagram of a micro-sliding control in a control method of train electric-air hybrid braking according to the present invention, wherein the duration t of the occurrence of electric brake sliding is less than the value of a parameter t1 in a determination matrix, and a BCU will lock the value of "effective force of electric brake" before sliding occurs inside;
FIG. 2 is a schematic diagram of a command relationship between a BCU and a TCU in the control method for electric-air hybrid braking of a train according to the present invention;
fig. 3 is a schematic diagram of a braking internal network among the trains in the control method of electric-air hybrid braking of the train according to the present invention, and BCUs of the trains form a friction braking system internal network through communication buses such as CAN and MVB, so as to implement a train-level cross hybrid function.
Detailed Description
The embodiment is described by combining fig. 1 to fig. 3, and a control method for train electric-air hybrid braking, wherein the whole control process is divided into 4 stages, is suitable for the degree from micro sliding to complete uncontrollable, and sequentially implements control modes of 'no change of an electric-air coordination mechanism', 'brake force redistribution under a cross hybrid mode', 'cross hybrid mode termination' and 'electric brake removal' by taking the sliding duration time and the sliding state as axes, and can be ended in advance according to the sliding state so as to meet different sliding conditions. The duration of each stage and the magnitude of the electric braking force are defined according to the actual conditions of the items, and the specific process is as follows:
minor taxiing is defined as taxiing that occurs in a short time (less than t1, parameter definition see table 1 below, suggested parameter values) where the cross-mix mechanism between the railcar and trailer does not change. The design mainly considers that the vehicles pass through a low-adhesion area with short distance (such as grease points on a track) and the brake force distribution and control of other vehicles are not influenced.
The TCU (traction control unit) indicates that a coast condition is detected by setting an "electric brake coast" signal. During this time, the BCU (brake control unit) will lock the "electric brake effective force" signal internally and the friction brakes of the railcar will be reduced to help the electric brakes eliminate coasting.
TABLE 1
Middle sliding (without changing cross mixing mechanism)
When time t1 is exceeded, the BCU will terminate the lock "electric brake effective force" signal and resume the current electric brake force sent using the TCU. If the obtained actual applied electric braking force is lower than the electric braking demand value, the difference of the braking force is redistributed among the vehicles by adopting an average distribution method until the set adhesion limit is reached, but the difference is not distributed to the sliding motor cars.
When the electric brake coast does not exceed t2, the "electric brake command" does not decrease as long as the electric brake coast signal is active. After t2, the "electric brake command" will not be reduced if only one railcar is coasting.
Severe glide (Cross hybrid stop/ratio mode)
When the WSP (wheel slide protection) of the electric brake fails to eliminate the slide within time t2, the system enters a severe slide state. Severe glide is defined as: at least two of the motor vehicles detect "electric brake coasting" and the time has been exceeded t 2.
During severe coasting, the "electric brake command" is reduced to a level where the cross-over mixing is terminated-i.e.: each vehicle brakes itself and does not provide any additional brake force compensation for other vehicles, i.e. the distribution of the train brake force is changed from a full-train cross-mix to a single-vehicle proportional mode, so the required adhesion of each vehicle is consistent.
This hybrid mode is reserved for the remainder of the braking process and will be reset once the train braking command is removed.
Uncontrollable sliding (sliding control safety function)
If "electric brake command" > F1 and "electric brake effort" < F2 and the duration is greater than t3, the BCU reduces the affected railcar electric brake command to zero through the interface of the "electric brake command" and the railcar's coasting control will be fully handed to the WSP function of friction braking during which the railcar is treated as a trailer (i.e., electric brake is not available). The other motor cars are not affected and still can provide the electric braking force. This will work regardless of which level of coasting is being performed.
Once any TCU is required to relinquish the electric brakes, the electric brakes can be re-established again only if the braking command for the train is removed.
Claims (2)
1. A control method of train electric-air hybrid braking is characterized by comprising the following steps: the method comprises four stages, namely a micro-sliding stage, a middle-level sliding stage, a severe sliding stage and an uncontrollable sliding stage, and defines an electric-pneumatic hybrid control method between a TCU (train control unit) of a traction system and a BCU (brake control unit) of a friction braking system;
the micro sliding stage is sliding in a short time, and an electric-air coordination mechanism is not changed;
coasting which occurs for a short time, i.e. less than time t1, wherein the cross-blending mechanism between the railcar and the trailer does not change, the TCU indicates detection of a coasting condition by setting the electric brake coast signal; the BCU will lock the electric brake effective force signal internally, and the friction brake of the motor car will be reduced to help the electric brake eliminate the sliding;
the middle-stage sliding stage does not change a cross mixing mechanism, but the braking force is redistributed;
when the time t1 is exceeded, the BCU will terminate the locking electric brake effective force signal and resume using the current electric brake force sent by the TCU; if the obtained actually applied electric braking force is lower than the electric braking demand value, the difference value of the braking force is redistributed among all vehicles by adopting an average distribution method until the set adhesion limit is reached, but the difference value is not distributed to the sliding motor cars;
when the electric brake sliding does not exceed the time t2, and the electric brake sliding signal is effective, the electric brake command cannot be reduced; after time t2, the coast electric brake command will not be reduced if only one railcar is present;
the severe sliding stage is the termination of cross mixing and the start of a proportional mode;
when the wheel slide protection of the electric brake can not eliminate the slide in the time t2, the system enters a severe slide state, and the severe slide is defined as: at least two motor vehicles detect electric brake coasting and the time continuously exceeds t 2;
during severe coasting, the electric brake command is reduced to a level at which the cross-blending is terminated, each vehicle brakes itself and does not provide any additional brake force compensation for other vehicles, namely the distribution mode of the train brake force is changed from the full-train cross-blending to the proportional mode of a single vehicle;
an uncontrollable sliding stage, namely a sliding control safety function;
if the electric brake command > F1 and the electric brake effective force < F2 and the duration is greater than time t3, the BCU reduces the affected railcar electric brake command to zero through the interface of the electric brake command and the railcar's coasting control will be fully handed to the friction braking wheel coasting protection function during which the railcar is treated as a trailer; other motor cars are not affected and still can provide electric braking force; the F1 is the electric brake demand level for uncontrollable coasting, and F2 is the limit achieved by electric braking for uncontrollable coasting.
2. The control method of the train electric-air hybrid brake according to claim 1, characterized in that: t1 is the duration of the grace period, t2 is the duration of the delay in switching to the cross-blend notch, t3 uncontrollable coasting; t1 has a value of 0.5s, t2 has a value of 2s, and t3 has a value of 4 s.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111367207.9A CN113911092B (en) | 2021-11-18 | 2021-11-18 | Control method for electric-pneumatic hybrid braking of train |
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| CN202111367207.9A CN113911092B (en) | 2021-11-18 | 2021-11-18 | Control method for electric-pneumatic hybrid braking of train |
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| CN113911092A true CN113911092A (en) | 2022-01-11 |
| CN113911092B CN113911092B (en) | 2023-04-25 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114604210A (en) * | 2022-03-11 | 2022-06-10 | 中车株洲电力机车有限公司 | Double-heading vehicle and braking force control method suitable for double-heading operation of urban rail vehicle |
| CN115320562A (en) * | 2022-07-20 | 2022-11-11 | 米塔盒子科技有限公司 | Train braking control method and system under emergency traction mode |
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| CN106364333A (en) * | 2016-10-12 | 2017-02-01 | 南京中车浦镇海泰制动设备有限公司 | Brake control device for rail transit vehicle and electro-pneumatic hybrid braking control method of brake control device |
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2021
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Patent Citations (4)
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| CN102602386A (en) * | 2011-01-25 | 2012-07-25 | 铁道部运输局 | Method and system for braking high-speed train and brake control device |
| CN106364333A (en) * | 2016-10-12 | 2017-02-01 | 南京中车浦镇海泰制动设备有限公司 | Brake control device for rail transit vehicle and electro-pneumatic hybrid braking control method of brake control device |
| US20200156604A1 (en) * | 2017-11-17 | 2020-05-21 | Crrc Tangshan Co., Ltd. | Rail train brake control system and train |
| CN110435621A (en) * | 2019-08-20 | 2019-11-12 | 中车青岛四方车辆研究所有限公司 | A kind of empty composite braking control method of the electricity of train |
Non-Patent Citations (1)
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114604210A (en) * | 2022-03-11 | 2022-06-10 | 中车株洲电力机车有限公司 | Double-heading vehicle and braking force control method suitable for double-heading operation of urban rail vehicle |
| CN115320562A (en) * | 2022-07-20 | 2022-11-11 | 米塔盒子科技有限公司 | Train braking control method and system under emergency traction mode |
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| CN113911092B (en) | 2023-04-25 |
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