CN106467120B - The pulse control method of train braking - Google Patents
The pulse control method of train braking Download PDFInfo
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- CN106467120B CN106467120B CN201610949737.7A CN201610949737A CN106467120B CN 106467120 B CN106467120 B CN 106467120B CN 201610949737 A CN201610949737 A CN 201610949737A CN 106467120 B CN106467120 B CN 106467120B
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- processor
- train
- pressure
- electromagnetic valve
- pipeline
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- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000001514 detection method Methods 0.000 claims description 9
- 238000005070 sampling Methods 0.000 claims description 4
- 230000003111 delayed effect Effects 0.000 claims description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
- B60T11/224—Master control, e.g. master cylinders with pressure-varying means, e.g. with two stage operation provided by use of different piston diameters including continuous variation from one diameter to another
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses a kind of pulse control methods of train braking, include the train pipe on train, controller, the pipeline being connected to train pipe, the pressure sensor being set on pipeline, AD converter, processor are set to the driving circuit of the solenoid valve and solenoid valve of the exhaust metastomium of pipeline；The signal output end of pressure sensor, AD converter, processor, driving circuit solenoid valve be sequentially connected electrically；Controller is electrically connected with processor.The present invention has the characteristics of can calculating pulse spacing and pulsewidth according to the variation of loine pressure, train pipe is enable to be depressured with stable rate.
Description
Technical Field
The invention relates to the technical field of rail vehicle braking, in particular to a pulse control method for train braking, which can realize stable air exhaust and speed control.
Background
The braking mode of the rail vehicle mainly adopts an air braking system, and a driver operates a brake valve to discharge air in a train pipe during the running of the vehicle, so that the pressure of the train pipe is reduced, and the vehicle is controlled to brake, thereby achieving the purposes of speed reduction and stopping.
When the vehicles are grouped into a train, the train pipes of each train are communicated into a whole, and the pressure in the train pipes is controlled by a locomotive driver so as to achieve the purpose of controlling the synchronous braking and relieving of the whole train.
The train control vehicle-mounted equipment is a vehicle-mounted safety equipment configured on a locomotive, mainly comprises GYK, LKJ, ATP and other types, and mainly has the main functions of monitoring ground signals, vehicle speed and vehicle working conditions in real time, judging overspeed and inbreak signals, outputting brake signals once the vehicle is overspeed or inbreak signals, and controlling the deceleration or stop of the train so as to ensure the driving safety.
However, because the size of the exhaust port is fixed, the existing train control vehicle-mounted equipment cannot adapt to the change of the train marshalling length, when a single train is driven, the train pipe is short, and the problems of too fast exhaust and too fast brake exist; when a long train is marshalled, the train pipe is long, and the problems of slow exhaust, slow braking reaction and long braking distance exist.
Disclosure of Invention
The invention aims to overcome the defect that train control vehicle-mounted equipment in the prior art cannot stabilize air exhaust speed control, and provides a pulse control method for train braking, which can realize stable air exhaust speed control.
In order to achieve the purpose, the invention adopts the following technical scheme:
a pulse control method for train braking comprises a train pipe arranged on a train, a controller, a pipeline communicated with the train pipe, a pressure sensor arranged on the pipeline, an AD converter, a processor, an electromagnetic valve arranged at the rear part of an exhaust port of the pipeline and a drive circuit of the electromagnetic valve; the signal output end of the pressure sensor, the AD converter, the processor, the driving circuit and the electromagnetic valve are electrically connected in sequence; the controller is electrically connected with the processor;
the method comprises the following steps:
(1-1) the pressure sensor detects the pressure in the pipeline, the controller sends an exhaust instruction to the processor, and the processor reads the current pipeline pressure value and stores the current pipeline pressure value as a variable P1;
(1-2) the processor sets pulses having a pulse width of T1 with an interval time between adjacent pulses of T2;
(1-3) the processor outputs 1 pulse signal with the width of T1 to the driving circuit, the driving circuit opens the electromagnetic valve, pressure gas in the train pipe is discharged, a group of pressure values are continuously sampled and stored as p (T), and the electromagnetic valve is closed after the electromagnetic valve is opened for T1 time;
(1-4) after the time T2 is delayed, reading the current pipeline pressure value again by the processor and storing the current pipeline pressure value as a variable P2;
(1-5) the processor calculates the accumulated opening time T0 of the electromagnetic valve, and the processor calculates the overall pressure reduction amplitude P by using the formula P1-P2;
(1-6) processor utilization formulaCalculating the total weight T of the next pulse and interval;
wherein K is a set sampling proportional constant, c is a set integral speed constant, and K' is a set air release speed constant;
(1-7) the processor calculates a next pulse width T1 'and a next pulse delay time T2';
(1-8) returning to the step (1-3).
In the prior art, a train control vehicle-mounted device is provided with a switch electromagnetic valve on a train pipe, when the vehicle-mounted train control device outputs a braking instruction, the electromagnetic valve is electrified and opened to discharge (exhaust) air in the train pipe, so that the pressure of the train pipe is reduced, and the purposes of speed reduction and stopping are achieved.
Because the size of the exhaust port is fixed, when a single vehicle is driven, the train pipe is short, and the problems of too fast exhaust and too fast brake exist; the prior art can not adapt to the change of the train marshalling length; when a long train is formed, the train pipe is long, and the problems of slow exhaust, slow brake reaction and long brake distance exist.
The invention adopts the length of time for opening the electromagnetic valve, namely the width of the voltage pulse to adjust the exhaust volume.
The pulse width is achieved through an operation program embedded in the vehicle-mounted train control equipment or an operation program in a separate hardware circuit, namely, the pulse width is achieved through a software mode.
The control method of the invention has the following characteristics:
an electric control mode is adopted;
directly implementing the air exhaust and pressure reduction of the train pipe;
adopting pulse control, wherein the minimum pulse period is less than 700 milliseconds;
and (4) collecting pressure feedback of the train pipe, and calculating pulse interval and pulse width according to pressure change to finally realize the pressure reduction of the train pipe at a stable speed.
Preferably, the steps (1-7) comprise the following specific steps:
processor utilizing formulaCalculating the next pulse width T1 ', and updating the value of T1 with T1';
processor utilizing formulaCalculating the delay time T2 'of the next pulse, and updating the value of T2 by using T2';
where n is the number of samples, and k1, k2, and k3 are set constants.
Preferably, the following steps are further included between steps (1-7) and (1-8):
when one or more of the following conditions are met, the processor controls the electromagnetic valve to close through the driving circuit;
the conditions were as follows:
the controller sends an instruction of stopping air exhaust to the processor;
the P2 value reaches a target pressure preset in the controller;
t2 is greater than 10 seconds.
Preferably, the pressure sensor further comprises a microprocessor arranged between the pressure sensor and the first signal amplifier, and the method further comprises the following steps:
the detection signal of the pressure sensor is processed in the microprocessor as follows:
for each time T in the detection signal, the computer calculates a voltage amplitude mean value VU (T), a voltage amplitude maximum value MA (T) and a voltage amplitude minimum value MI (T) from the time T-T to the time T;
setting up
Wherein,
the microprocessor supplies the corrected detection signal V (t) to the first signal amplifier.
Preferably, T1 in step (1-2) is 40 to 60 milliseconds, and T2 is 600 to 800 milliseconds.
Therefore, the invention has the following beneficial effects: the pulse interval and pulse width can be calculated according to the change of the pipeline pressure, so that the train pipe can reduce the pressure at a stable speed.
Drawings
Fig. 1 is a schematic block diagram of embodiment 1 of the present invention;
fig. 2 is a flowchart of embodiment 1 of the present invention.
In the figure: the system comprises a train pipe 1, a pipeline 3, a pressure sensor 4, an AD converter 5, a processor 6, an electromagnetic valve 7, a driving circuit 8 and train control vehicle-mounted equipment 9.
Detailed Description
The invention is further described with reference to the following figures and detailed description.
Example 1
The embodiment shown in fig. 1 is a pulse control method for train braking, which comprises a train pipe 1 arranged on a train, a controller, a pipeline 3 communicated with the train pipe, a pressure sensor 4 arranged on the pipeline, an AD converter 5, a processor 6, an electromagnetic valve 7 arranged at the rear part of an exhaust port of the pipeline and a driving circuit 8 of the electromagnetic valve; the signal output end of the pressure sensor, the AD converter, the processor, the driving circuit and the electromagnetic valve are electrically connected in sequence; the controller is electrically connected with the processor; the AD converter, the processor, and the drive circuit are all located in the train-control onboard apparatus 9;
the method comprises the following steps:
as shown in FIG. 2, step 100, line pressure is sensed
The pressure sensor detects the pressure in the pipeline, the controller sends an exhaust instruction to the processor, and the processor reads the current pipeline pressure value and stores the current pipeline pressure value as a variable P1;
step 200, setting initial values of T1 and T2
The processor sets the pulse with the pulse width T1 as 50 milliseconds, and the interval time between adjacent pulses is T2 as 700 milliseconds;
step 300, exhaust control
The processor outputs 1 pulse signal with the width of T1 to the driving circuit, the driving circuit opens the electromagnetic valve, discharges the pressure gas in the train pipe, continuously samples a group of pressure values and stores the pressure values as p (T), and the electromagnetic valve is closed after the electromagnetic valve is opened for T1 time;
step 400, detecting the pressure after exhausting
After the delay time T2, the processor reads the current pipeline pressure value again and stores the current pipeline pressure value as a variable P2;
step 500, calculating the cumulative open time and the total pressure drop
The processor calculates the accumulated opening time T0 of the electromagnetic valve, and the processor calculates the overall pressure reduction amplitude P by using the formula P1-P2;
step 600, calculating the total weight T
Processor utilizing formulaCalculating the total weight T of the next pulse and interval;
wherein K is a set sampling proportional constant, c is a set integral speed constant, and K' is a set air release speed constant;
step 700, calculating the next pulse width and the next pulse delay time
The processor calculates the next pulse width T1 'and the next pulse delay time T2';
processor utilizing formulaCalculating the next pulse width T1 'to make T1 ═ T1';
processor utilizing formulaCalculating the delay time T2 'of the next pulse, so that T2 is T2';
where n is the number of samples, and k1, k2, and k3 are set constants.
Step 800, controlling to stop air exhaust
When one or more of the following conditions are met, the processor controls the electromagnetic valve to close through the driving circuit;
the conditions were as follows:
the controller sends an instruction of stopping air exhaust to the processor;
the P2 value reaches a target pressure preset in the controller;
t2 is greater than 10 seconds.
Step 900, loop control
Returning to step 300.
Example 2
Embodiment 2 includes all the structural and method parts of embodiment 1, and embodiment 2 further includes a microprocessor disposed between the pressure sensor and the first signal amplifier, further including the steps of:
the detection signal of the pressure sensor is processed in the microprocessor as follows:
for each time T in the detection signal, the computer calculates a voltage amplitude mean value VU (T), a voltage amplitude maximum value MA (T) and a voltage amplitude minimum value MI (T) from the time T-T to the time T;
setting up
Wherein,
the microprocessor supplies the corrected detection signal V (t) to the first signal amplifier.
It should be understood that this example is for illustrative purposes only and is not intended to limit the scope of the present invention. Further, it should be understood that various changes or modifications of the present invention may be made by those skilled in the art after reading the teaching of the present invention, and such equivalents may fall within the scope of the present invention as defined in the appended claims.
Claims (4)
1. A pulse control method for train braking is characterized by comprising a train pipe (1) arranged on a train, a controller (2), a pipeline (3) communicated with the train pipe, a pressure sensor (4) arranged on the pipeline, an AD converter (5), a processor (6), an electromagnetic valve (7) arranged at the rear part of an exhaust port of the pipeline and a driving circuit (8) of the electromagnetic valve; the signal output end of the pressure sensor, the AD converter, the processor, the driving circuit and the electromagnetic valve are electrically connected in sequence; the controller is electrically connected with the processor;
the method comprises the following steps:
(1-1) the pressure sensor detects the pressure in the pipeline, the controller sends an exhaust instruction to the processor, and the processor reads the current pipeline pressure value and stores the current pipeline pressure value as a variable P1;
(1-2) the processor sets pulses having a pulse width of T1 with an interval time between adjacent pulses of T2;
(1-3) the processor outputs 1 pulse signal with the width of T1 to the driving circuit, the driving circuit opens the electromagnetic valve, pressure gas in the train pipe is discharged, a group of pressure values are continuously sampled and stored as p (T), and the electromagnetic valve is closed after the electromagnetic valve is opened for T1 time;
(1-4) after the time T2 is delayed, reading the current pipeline pressure value again by the processor and storing the current pipeline pressure value as a variable P2;
(1-5) the processor calculates the accumulated opening time T0 of the electromagnetic valve, and the processor calculates the overall pressure reduction amplitude P by using the formula P1-P2;
(1-6) processor utilization formulaCalculating the total weight T of the next pulse and interval;
wherein K is a set sampling proportional constant, c is a set integral speed constant, and K' is a set air release speed constant;
(1-7) the processor calculates the next pulse width T1 'and the next pulse delay time T2':
processor utilizing formulaCalculating the next pulse width T1 ', and updating the value of T1 with T1';
processor utilizing formulaCalculating the delay time T2 'of the next pulse, and updating the value of T2 by using T2';
wherein n is the sampling number, and k1, k2 and k3 are set constants;
(1-8) returning to the step (1-3).
2. The pulse control method for train braking according to claim 1, further comprising the steps between steps (1-7) and (1-8):
when one or more of the following conditions are met, the processor controls the electromagnetic valve to close through the driving circuit;
the conditions were as follows:
the controller sends an instruction of stopping air exhaust to the processor;
the P2 value reaches a target pressure preset in the controller;
t2 is greater than 10 seconds.
3. The pulse control method of train braking according to claim 1 or 2, further comprising a microprocessor provided between the pressure sensor and the first signal amplifier, further comprising the steps of:
the detection signal of the pressure sensor is processed in the microprocessor as follows:
for each time instant T in the detection signal, the computer calculates the mean value of the voltage amplitude VU (T), the maximum value of the voltage amplitude MA (T) and the minimum value of the voltage amplitude MI (T) from time instant T to time instant T:
setting up
Wherein,
the microprocessor supplies the corrected detection signal V (t) to the first signal amplifier.
4. The pulse control method of train brake according to claim 1 or 2, wherein T1 in step (1-2) is 40 ms to 60 ms, and T2 is 600 ms to 800 ms.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610949737.7A CN106467120B (en) | 2016-11-02 | 2016-11-02 | The pulse control method of train braking |
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| CN201610949737.7A CN106467120B (en) | 2016-11-02 | 2016-11-02 | The pulse control method of train braking |
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| CN106467120A CN106467120A (en) | 2017-03-01 |
| CN106467120B true CN106467120B (en) | 2018-11-02 |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN107631888A (en) * | 2017-07-27 | 2018-01-26 | 北京青云航空仪表有限公司 | It is a kind of using PWM technologies can real-time closed-loop control train air testing actuator |
| CN109649429B (en) * | 2018-12-26 | 2020-08-28 | 交控科技股份有限公司 | Automatic safety control method and system for train under heavy-load mobile block |
| CN111824091B (en) * | 2019-04-15 | 2021-10-22 | 湖南中车智行科技有限公司 | Multi-shaft articulated vehicle braking force distribution mode and system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPS58190202A (en) * | 1982-04-28 | 1983-11-07 | Shinko Electric Co Ltd | Controller for brake |
| CN102975705A (en) * | 2012-04-25 | 2013-03-20 | 南京浦镇海泰制动设备有限公司 | Electro-pneumatic (EP) valve control device used in metro braking system |
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2016
- 2016-11-02 CN CN201610949737.7A patent/CN106467120B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58190202A (en) * | 1982-04-28 | 1983-11-07 | Shinko Electric Co Ltd | Controller for brake |
| CN102975705A (en) * | 2012-04-25 | 2013-03-20 | 南京浦镇海泰制动设备有限公司 | Electro-pneumatic (EP) valve control device used in metro braking system |
Non-Patent Citations (3)
| Title |
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| 动车组制动控制***方案设计及仿真研究;刘建;《中国优秀硕士学位论文全文数据库工程科技Ⅱ辑》;中国学术期刊（光盘版）电子杂志社;20121015(第10期);第9-12页，第23-25页，第40页 * |
| 基于AMESim的动车组制动***仿真研究;李亮;《中国优秀硕士学位论文全文数据库工程科技Ⅱ辑》;中国学术期刊（光盘版）电子杂志社;20131215(第12期);第7页，第10页，第17-20页 * |
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Address after: 310013 5 floor, 10 building, 30 Wan Tang Road, Xihu District, Hangzhou, Zhejiang. Patentee after: Gaoxing Chuanglian Technology Co.,Ltd. Address before: 310013 5 floor, 10 building, 30 Wan Tang Road, Xihu District, Hangzhou, Zhejiang. Patentee before: HANGZHOU CHUANGLIAN ELECTRONIC TECHNOLOGY Co.,Ltd. |