CN107351826A - A kind of high-speed train braking power distribution optimal control method and its system - Google Patents

A kind of high-speed train braking power distribution optimal control method and its system Download PDF

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Publication number
CN107351826A
CN107351826A CN201710630041.2A CN201710630041A CN107351826A CN 107351826 A CN107351826 A CN 107351826A CN 201710630041 A CN201710630041 A CN 201710630041A CN 107351826 A CN107351826 A CN 107351826A
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mrow
msub
centerdot
train
force
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CN107351826B (en
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张昌凡
殷晓飞
何静
***
豆兵兵
何云国
程翔
史来诚
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Hunan University of Technology
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Hunan University of Technology
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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
    • 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
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • 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
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a kind of high-speed train braking power to distribute optimal control method, is related to a kind of high-speed train braking power distribution Optimal Control System, and coordination control is carried out for that should apply brake force to each section train；The system includes braking force distribution optimal control module, and the module is based on single-unit train stress model and obtains adhesion gravity FNi, in addition to for obtaining train adhesion strength constraints FμComparator and multiplier, braking force distribution optimal control unit and brake force reallocation and its optimization unit；Methods described includes the calculating of adhesion gravity, the determination of train adhesion strength constraints, the preferential brake force system optimizing control of electric braking, brake force reassignment method and its optimized algorithm；The dynamic process of following train tacky state time-varying of the present invention, train safety, steady, reliably braking are realized under various complicated rail level conditions, effectively solve the problems, such as that high-speed train braking slides, further improve the stability and accuracy of high-speed train braking control system.

Description

A kind of high-speed train braking power distribution optimal control method and its system
Technical field
The invention belongs to bullet train vehicle control technology field, more particularly, to a kind of high-speed train braking power point With optimal control method and its system, high performance high speed row under different natural environments, different line conditions can be especially adapted to The distribution control of car brake force.
Background technology
Bullet train is the main carriers of national public transport, carries the significant development strategy of country's interconnection, intercommunication, system Dynamic critical component of the system as bullet train, it is the important prerequisite of safe operation.
In braking procedure, brake force caused by brake control is hindered bullet train in the form of wheel-rail adhesion The movement tendency of train.According to the adhesiveness curve of bullet train, the pact of the performance of axletree brake force by wheel-rail adhesion Beam.When the adhesion strength between brake force is more than rail level, wheel can produce the problem of sliding on rail level, abrade rail level afterwards.
However, existing braking force distribution control module does not consider the constraints of adhesion strength, it is difficult to effectively plays high The retardation efficiency of fast train.In braking procedure axle weight transfer necessarily occurs for train；Tacky state between wheel track shows non-thread Property, the feature of quick time-varying, the adhesion strength between wheel track are each variant.Under car control pattern, the minimum wheel of train adhesion is to taking the lead in Slide, and the adhesion strength constraints of other section trains is not fully used, therefore it provides a kind of high performance Braking force distribution control system, it appears most important.
The content of the invention
In order to overcome it is above-mentioned in the prior art the shortcomings that, the present invention provides a kind of distribution optimal control of high-speed train braking power Method and its system, braking force distribution is carried out using each section train adhesion redundancy, is slided with the more efficient train braking that must prevent The problem of, so that the more stable important leverage of train braking process.
Concrete technical scheme is as follows：
A kind of high-speed train braking power distributes optimal control method, is related to a kind of high-speed train braking power distribution optimal control System, coordination control, the high-speed train braking power distribution optimal control system are carried out for brake force should to be applied to each section train System includes braking force distribution optimal control module, and the braking force distribution optimal control module is obtained based on single-unit train stress model Take adhesion gravity FNi, in addition to for obtaining train adhesion strength constraints FμComparator and multiplier, braking force distribution it is excellent Change control unit and brake force reallocation and its optimization unit；The high-speed train braking power distribution optimal control method is specifically wrapped Include following steps：
S1. the calculating of adhesion gravity；
According to single-unit train stress model, each axle adhesion gravity P of train is calculatedfi=FNiIn (i=1,2,3,4) formula, PfiFor The adhesion gravity of the axle of train i-th, FNiFor the Normal Constraint power of the axle of train i-th；
S2. the determination of train adhesion strength constraints；
According to the definition of adhesion coefficient, adhesion coefficient μ is under using empirical equation, the adhesion of each axle under current rail level state Power Fμi=Pfiμ, adhesion strength constraints of the minimum value therein as each axle of section train is chosen, the section train Adhesion strength is constrained to four times of minimum adhesion strength；
S3. the preferential brake force system optimizing control of electric braking；
According to adhesion strength constraints described in step S2, using the preferential brake force optimizing distribution method of electric braking, specifically Comprise the following steps：
T1. it is preferential to apply the total electric braking force F of motor-car in brake united, the electric braking force applied is no more than it Section train adhesion force constraint under current state；
T2. when electric braking force deficiency then preferentially by the total air damping power F of trailereptSupply, similarly, applied Brake force is still no more than section train adhesion force constraint under its current state；
The brake force that T3. if trailer applies still can not meet brake request, then by motor-car application air damping power FepmSupply, the force constraint until it is adhered；
S4. brake force reassignment method and its optimized algorithm；
According to step S3 distribution method, it should apply the size of brake force to obtain each section train, propose a kind of brake force The control method of reallocation, the size of the adhesion strength under being constrained using train by adhesion are reallocated according to direct proportion to brake force, The size for the brake force that each section train should apply can be obtained
In formula, FeThe total brake force that should apply for motor-car or trailer, Fμi、FiRespectively motor-car or trailer i-th save train Adhesion force constraint and the brake force that should apply, n be the quantity of motor-car or trailer, FμjThe wherein adhesion force constraint of jth section train；
S5. brake force reallocation control method described in step S4 is optimized, according to the row at the i-th section train kth moment Car adhesion strength participates in the reallocation of (k+1) moment brake force, is that the dynamic reallocation of brake force can be achieved with this reciprocation cycle Process
More specifically, braking force distribution optimal control module, by ATO system ATO or driver's brake monitor Braking instruction is sent, after DSP central control units receive braking instruction, extracts the body speed of vehicle signal that trailer-mounted radar measures vt, adhesion gravity F is obtained by train adhesion Gravity calculation moduleNi, train adhesion strength is obtained via train adhesion strength constraint element Constrain Fμ, braking force distribution optimal control unit obtains motor-car based on adhesion strength constraints should apply total electric braking force FedWith Air damping power Fepm, trailer should apply total air damping power Fept, being reallocated by brake force and its optimizing unit to obtain Each size for saving the brake force that train should apply is taken, is interacted with MVB.
Further, high-speed train braking power distribution Optimal Control System also include ATO system ATO, Driver's brake monitor, DSP central control units, trailer-mounted radar and be arranged at it is each section train brake rigging, the braking Power is distributed between optimal control module and train brake rigging and connected by MVB, the ATO system ATO and driver's brake monitor are connected with DSP central control units, and the trailer-mounted radar is connected with DSP central control units.
Further, the train brake rigging includes traction convertor, DSP locomotive control units, current signal Collecting unit, traction electric machine, braking supply reservoir, the empty switching valve of electricity, repeater, disc brake；The DSP single-units train Control unit is connected by MVB with braking force distribution optimal control module.
More specifically, train basis making device, MVB receives the signal of braking force distribution optimal control module, right The brake rigging DSP single-units train control unit that bullet train respectively saves train sends electric braking instruction, for motor-car Speech, the performance of electric braking is circuit in the PWM waveform control traction convertor by the output of DSP single-units train control unit Switch so that traction electric machine is converted to generating state by motoring condition, and electric energy is fed back in power network；For train air system Power is to send electric signal by DSP single-units train control unit, through the parts such as the empty switching valve of electricity, repeater, disc brake In the presence of air pressure promotion, it is fixed against friction of the wheel between and implements braking, then complete the braking of train.
Further, the braking force distribution optimal control unit includes：The preferential judgement unit of electric braking, adhesion force constraint Under the braking force distribution unit based on adhesion strength direct proportion, motor-car and the total brake force memory cell of trailer, for giving motor-car It should apply brake force with trailer；
More specifically, in a brake unit, it is preferential to apply the total electric braking force F of motor-cared, the electric braking force that is applied No more than motor-car adhesion force constraint；When electric braking force deficiency then preferentially by the total air damping power F of trailereptSupply, equally Ground, the brake force applied is still no more than its adhesion limitation；If the brake force that trailer applies still can not meet that braking will When asking, then air damping power F is applied by motor-car againepmSupply, until its adhesion limitation.
Further, the brake force reallocation and its optimization unit divide again including the brake force based on adhesion strength direct proportion With brake force reallocation optimization unit under unit, single-unit train stress model, time dependant conditions, for determining that each section train should apply Brake force；
More specifically, brake force reallocation and its optimization unit, the size of the adhesion strength under being constrained using train by adhesion Brake force is reallocated according to direct proportion, you can obtain the size for the brake force that each section train should apply；By each axletree brake force Fi Substitute into single-unit train stress model, obtain the size of current time adhesion gravity, and then obtain respectively saving train in subsequent time Adhesion strength constraints, the distribution of the moment brake force is participated in, that is, realize the optimization of brake force reallocation.
Further, the detailed process of step 1 is：
Step 1.1, force analysis and torque equilibrium equation are carried out to car body
F1+F2+F0=Ma
Step 1.2, force analysis and torque equilibrium equation are carried out to bogie 1
2F-F1=ma
Step 1.3, force analysis and torque equilibrium equation are carried out to bogie 2
2F-F2=ma
Step 1.4, by step 1.1, step 1.2, step 1.3 equations simultaneousness, each method of principal axes of train is can obtain to restraining force
In formula, M, m are respectively car body mass and bogie quality, and g is acceleration of gravity；N5、N6Respectively car body is to two The pressure of bogie, FN1、FN2、FN3、FN4Respectively each axle of train is by rail level Normal Constraint power, F0For the conjunction of train workshop power Power, the distance between H, h are respectively hitch and bogie towing point to rail level, and 2b is wheelbase, and 2L is bogie pivot center, F1 and F2 is respectively brake force of two bogies to car body, and v, a are respectively the speed and acceleration of train.
Further, the detailed process of step 3 is：
Step 3.1. works as Ft≤2Fed0When, if 2Fed0≤Fμm1+Fμm2
When target braking force of the total electric braking force of motor-car more than power unit, and total electric braking force is no more than motor-car During adhesion force constraint, motor-car need to only apply electric braking force, and for trailer, it is not required to apply air damping power；
Step 3.2. works as Ft≤2Fed0When, if Ft(the F of ＞ 4μm1+Fμm2)
When target braking force of the total electric braking force of motor-car more than power unit, and target braking force is more than the adhesion of motor-car During force constraint, motor-car applies electric braking force up to its force constraint of adhering, and for trailer, then supplements air damping power with reality Apply train braking；
Step 3.3. works as Ft＞ 2Fed0When, if 2Fed0＜ Fμm1+Fμm2And Ft-2Fed0＜ Fμt1+Fμt2
When target braking force is more than the total electric braking force of motor-car, if the electric braking of motor-car is less than the adhesion force constraint of motor-car And the air damping power that need to supplement of trailer again smaller than its adhere force constraint when, then motor-car applies whole brake force, remainder Supplemented by the air damping power of trailer；
Step 3.4. works as Ft＞ 2Fed0When, if 2Fed0＜ Fμm1+Fμm2And Ft-2Fed0＜ Fμt1+Fμt2
When target braking force is more than the total electric braking force of motor-car, if the electric braking of motor-car is less than the adhesion force constraint of motor-car And the air damping power that need to supplement of trailer again smaller than its adhere force constraint when, then motor-car applies air damping power to its adhesion strength about Beam, remainder are supplemented by the air damping power of trailer；
During step 3.5. emergencies
In an emergency situation, then motor-car and trailer apply brake force until its adhesion force constraint；
In formula, FμtFor the power of the target of brake unit, Fμt1、Fμm1、Fμm2、Fμt2Respectively each section train T1, M1, M2, T2 adhesion force constraints, Fed0Equal, the F for M1 and M2 car electric braking forcesetThe total brake force that should apply for T1 and T2, FemFor M1 and M2 Total electric braking force that car should apply.
Further, step S5 detailed process is：
Step 5.1, by step S4 brake force reallocation control method, it is expressed as braking of the i-th section train at the kth moment Power Fik；
Step 5.2. is by FikSubstitute into the step S1 calculating of adhesion gravity, there is the i.e. available (k of definition of adhesion coefficient + 1) size of the adhesion strength of each axle of moment train
Step 5.3. participates in the reallocation of subsequent time brake force by relatively can obtain the adhesion force constraint of train, Realize the optimization to brake force reallocation control method.
More specifically, the brake force system optimizing control that electric braking is preferential, i.e., preferential to apply when EMUs are implemented to brake The electric braking force of motor-car, apply the air damping power on trailer again when electric braking force deficiency；If it can not still meet brake request When, then supplied by motor-car applying portion air damping power；But for train, constrained by adhesion strength, thus to it Optimize, when applying brake force, the brake force applied can not be more than its adhesion strength constraints.
More specifically, brake force reassignment method and its optimized algorithm, learning that motor-car should apply total electric braking force, sky After gas brake power and trailer should apply total air damping power, i.e., brake force is reallocated；It is it is proposed to this end that a kind of It is optimized for direct proportion reassignment method based on adhesion strength, the actual control requirement in combination with train, further Improve the reliability of high-speed train braking.
Compared with prior art, the present invention can realize bullet train without the problem of sliding under different braking rating conditions Stopping brake, by the optimization for control method of being reallocated to brake force, further improve the spirit of high-speed train braking power distribution Sensitivity and stability.
Brief description of the drawings
Fig. 1 is braking force distribution control system architecture schematic diagram；
Fig. 2 is braking force distribution optimal control unit and brake force reallocation and its optimization cellular construction schematic diagram；
Fig. 3 is braking force distribution control method steps flow chart schematic diagram；
Fig. 4 is single-unit train stress model schematic diagram.
Specific embodiment
With reference to embodiment, the present invention is further illustrated.Wherein, being given for example only property of accompanying drawing illustrates, What is represented is only schematic diagram, rather than pictorial diagram, it is impossible to is interpreted as the limitation to this patent；In order to which the reality of the present invention is better described Example is applied, some parts of accompanying drawing have omission, zoomed in or out, and do not represent the size of actual product；To those skilled in the art For, some known features and its explanation may be omitted and will be understood by accompanying drawing.
Embodiment 1
As shown in figure 1, high-speed train braking power distributes Optimal Control System, enter for brake force should to be applied to each section train Row coordinates control, including ATO system ATO1, driver's brake monitor 2, DSP central control units 3, trailer-mounted radar 4th, braking force distribution optimal control module 5 and train brake rigging 6, braking force distribution optimal control module 5, train basis Connected between brake apparatus 6 and DSP central control units 3 by MVB, ATO system ATO1 and driver's braking The output end of controller 2 is connected with DSP central control units 3, and trailer-mounted radar 4 is connected with DSP central control units 3；
Braking force distribution optimal control module 5 is based on single-unit train stress model 510 and obtains adhesion gravity FNi, in addition to use In acquisition locomotive adhesion strength constraints FμComparator 520 and multiplier 521, braking force distribution optimal control unit 53 and system Power is reallocated and its optimization unit 54；
Braking force distribution optimal control module 5, system is sent by ATO system ATO1 or driver's brake monitor 2 Dynamic instruction, after DSP central control units 3 receive braking instruction, extract the body speed of vehicle signal v that trailer-mounted radar 4 measurest, by Single-unit train stress model 510 obtains adhesion gravity FNi, train adhesion force constraint is obtained via comparator 520 and multiplier 521 Fμ, braking force distribution optimal control unit 53 obtains motor-car based on adhesion strength constraints should apply total electric braking force FedAnd sky Gas brake force Fepm, trailer should apply total air damping power Fept, being reallocated by brake force and its optimizing unit 54 to obtain Each size for saving the brake force that locomotive should apply is taken, is interacted with MVB.
Train brake rigging 6 includes traction convertor 61, DSP units train control unit 62, current signal collection Unit 63, traction electric machine 64, braking supply reservoir 65, the empty switching valve 66 of electricity, repeater 67, disc brake 68；DSP single-units Train control unit 62 is connected by MVB with braking force distribution optimal control module 5.
Train brake rigging 6, MVB receives the signal of braking force distribution optimal control module 5, to bullet train The DSP locomotive control units 62 of each section train send electric braking instruction, and for motor-car, the performance of electric braking is to rely on The switch of circuit in the PWM waveform control traction convertor 61 that DSP single-units train control unit 62 exports so that traction electricity Machine 64 is converted to generating state by motoring condition, and electric energy is fed back in power network；It is by DSP locomotives for train air brake force Control unit 62 sends electric signal, through the empty switching valve 66 of electricity, repeater 67, the work that disc brake 68 promotes in air pressure Under, it is fixed against friction of the wheel between and implements braking, then complete the braking of train.
As shown in Fig. 2 braking force distribution optimal control unit includes：Under the preferential judgement unit of electric braking, adhesion force constraint The total brake force memory cell of braking force distribution unit, motor-car and trailer based on adhesion strength direct proportion, for give motor-car and Trailer should apply brake force；
1. the preferential judgement unit of electric braking differentiates target braking force FBWith electric braking force Fed, output signals to adhesion force constraint Under the braking force distribution unit based on adhesion strength direct proportion；
2. the braking force distribution unit based on adhesion strength direct proportion completes the distribution of brake force under force constraint of adhering, moved The brake force that car and trailer should apply respectively, and it is stored in motor-car and the total brake force memory cell of trailer；
3. the brake force reallocation unit based on adhesion strength direct proportion is reallocated to brake force, exporting each section train should apply Brake force, then obtain axletree brake force Fi；
4. axletree brake force FiThe adhesion gravity at current time is obtained in input single-unit train stress model, and then is somebody's turn to do Moment train adhesion strength constraints Fμij
5. by FμijBrake force reallocation optimization unit exports braking instruction to MVB under the conditions of inputting a person of exemplary virtue, then right Train brake rigging acts.
More specifically, in a brake unit, it is preferential to apply the total electric braking force F of motor-cared, the electric braking force that is applied No more than motor-car adhesion force constraint；When electric braking force deficiency then preferentially by the total air damping power F of trailereptSupply, equally Ground, the brake force applied is still no more than its adhesion limitation；If the brake force that trailer applies still can not meet that braking will When asking, then air damping power F is applied by motor-car againepmSupply, until its adhesion limitation.
Brake force is reallocated and its optimization unit includes brake force reallocation unit, single-unit row based on adhesion strength direct proportion Brake force reallocation optimization unit under car stress model, time dependant conditions, for determining that each section train should apply brake force；
More specifically, brake force reallocation and its optimization unit, the size of the adhesion strength under being constrained using train by adhesion Brake force is reallocated according to direct proportion, you can obtain the size for the brake force that each section train should apply；By each axletree brake force Fi Substitute into single-unit train stress model, obtain the size of current time adhesion gravity, and then obtain respectively saving train in subsequent time Adhesion strength constraints, the distribution of the moment brake force is participated in, that is, realize the optimization of brake force reallocation.
As shown in Figures 3 and 4, a kind of high-speed train braking power distribution optimal control method, including the following steps, bag Include：
Step 1, by Fig. 4 single-unit train stress models, each axle adhesion gravity of train is calculated
Pfi=FNi(i=1,2,3,4)
In formula, PfiFor the adhesion gravity of the axle of train i-th, FNiFor the Normal Constraint power of the axle of train i-th；
Detailed process is：
Step 1.1, force analysis and torque equilibrium equation are carried out to car body
F1+F2+F0=Ma
Step 1.2, force analysis and torque equilibrium equation are carried out to bogie 1
2F-F1=ma
Step 1.3, force analysis and torque equilibrium equation are carried out to bogie 2
2F-F2=ma
Step 1.4, by step 1.1, step 1.2, step 1.3 equations simultaneousness, each method of principal axes of train is can obtain to restraining force
In formula, M, m are respectively car body mass and bogie quality, and g is acceleration of gravity；N5、N6Respectively car body is to two The pressure of bogie, FN1、FN2、FN3、FN4Respectively each axle of train is by rail level Normal Constraint power, F0For the conjunction of train workshop power Power, the distance between H, h are respectively hitch and bogie towing point to rail level, and 2b is wheelbase, and 2L is bogie pivot center, F1 and F2 is respectively brake force of two bogies to car body, and v, a are respectively the speed and acceleration of train.
Step 2, according to the definition of adhesion coefficient, adhesion coefficient μ is under using empirical equation, each axle under current rail level state Adhesion strength Fμi=Pfiμ, adhesion strength constraints of the minimum value therein as each axle of section train is chosen, for the section The adhesion strength of train is constrained to four times of the axle adhesion strength；
Wherein, the definition of adhesion coefficient is：The ratio of vertical load between adhesion strength and wheel track, that is, gravity of adhering.
μ=Fμ/Pf
The origin of empirical equation：Adhesion coefficient between wheel track is by raceway surface situation, train speed, wheel rail material and several The influence of many factors such as what shape, vehicle power effect, it is difficult to its exact value size is accurately obtained in real time, by crowd Multifactor theory analysis, and the empirical equation of adhesion coefficient can be obtained on the basis of theoretical validation, in moist rail level and do The adhesion coefficient of dry rail level condition is designated as μ respectivelydAnd μw, its empirical equation is respectively as shown below：
Step 3, using train adhesion strength constraints, the preferential brake force optimization allocation strategy of electric braking is proposed.Exist It is preferential to apply the total electric braking force F of motor-car in brake united, the electric braking force applied should no more than under its current state Save train adhesion force constraint；When electric braking force deficiency then preferentially by the total air damping power F of trailereptSupply, similarly, institute The brake force of application is still no more than section train adhesion force constraint under its current state；If the brake force that trailer applies is still When can not meet brake request, then air damping power F is applied by motor-car againepmSupply, the force constraint until it is adhered；
The detailed process of step 3 is：
Step 3.1. works as Ft≤2Fed0When, if 2Fed0≤Fμm1+Fμm2
When target braking force of the total electric braking force of motor-car more than power unit, and total electric braking force is no more than motor-car During adhesion force constraint, motor-car need to only apply electric braking force, and for trailer, it is not required to apply air damping power；
Step 3.2. works as Ft≤2Fed0When, if Ft(the F of ＞ 4μm1+Fμm2)
When target braking force of the total electric braking force of motor-car more than power unit, and target braking force is more than the adhesion of motor-car During force constraint, motor-car applies electric braking force up to its force constraint of adhering, and for trailer, then supplements air damping power with reality Apply train braking；
Step 3.3. works as Ft＞ 2Fed0When, if 2Fed0＜ Fμm1+Fμm2And Ft-2Fed0＜ Fμt1+Fμt2
When target braking force is more than the total electric braking force of motor-car, if the electric braking of motor-car is less than the adhesion force constraint of motor-car And the air damping power that need to supplement of trailer again smaller than its adhere force constraint when, then motor-car applies whole brake force, remainder Supplemented by the air damping power of trailer；
Step 3.4. works as Ft＞ 2Fed0When, if 2Fed0＜ Fμm1+Fμm2And Ft-2Fed0＜ Fμt1+Fμt2
When target braking force is more than the total electric braking force of motor-car, if the electric braking of motor-car is less than the adhesion force constraint of motor-car And the air damping power that need to supplement of trailer again smaller than its adhere force constraint when, then motor-car applies air damping power to its adhesion strength about Beam, remainder are supplemented by the air damping power of trailer；
During step 3.5. emergencies
In an emergency situation, then motor-car and trailer apply brake force until its adhesion force constraint；
In formula, FμtFor the power of the target of brake unit, Fμt1、Fμm1、Fμm2、Fμt2Respectively each section train T1, M1, M2, T2 adhesion force constraints, Fed0Equal, the F for M1 and M2 car electric braking forcesetThe total brake force that should apply for T1 and T2, FemFor M1 and M2 Total electric braking force that car should apply.
Step 4, according to the allocation strategy of step 3, it should apply the size of brake force to obtain each section train, propose a kind of system The control method of power reallocation, the size of the adhesion strength under being constrained using train by adhesion are divided brake force again according to direct proportion Match somebody with somebody, you can obtain the size for the brake force that each section train should apply
In formula, FeThe total brake force that should apply for motor-car or trailer, Fμi、FiRespectively motor-car or trailer i-th save train Adhesion force constraint and the brake force that should apply, n be the quantity of motor-car or trailer, FμjThe wherein adhesion force constraint of jth section train；
Step 5, brake force reallocation control method is optimized, according to the train adhesion strength at the i-th section locomotive kth moment The reallocation of (k+1) moment brake force is participated in, is that the dynamic reallocation process of brake force can be achieved with this reciprocation cycle
Detailed process is：
Step 5.1, by step S4 brake force reallocation control method, it is expressed as braking of the i-th section train at the kth moment Power Fik；
Step 5.2, by FikSubstitute into the step S1 calculating of adhesion gravity, there is the i.e. available (k of definition of adhesion coefficient + 1) size of the adhesion strength of each axle of moment train
Step 5.3, by relatively can obtain the adhesion force constraint of train, the reallocation of subsequent time brake force is participated in, Realize the optimization to brake force reallocation control method.
Obviously, above-described embodiment is only intended to clearly illustrate technical scheme example, and is not Restriction to embodiments of the present invention.For those of ordinary skill in the field, on the basis of the above description also It can make other changes in different forms.Any modification for being made within the spirit and principles of the invention, etc. With replacement and improvement etc., should be included within the protection of the claims in the present invention.

Claims (8)

1. a kind of high-speed train braking power distributes optimal control method, it is related to a kind of high-speed train braking power distribution optimal control system System, carry out coordination control for brake force should to be applied to each section train, it is characterised in that the high-speed train braking power distribution is excellent Networked control systems include braking force distribution optimal control module, the braking force distribution optimal control module be based on single-unit train by Power model obtains adhesion gravity FNi, in addition to for obtaining train adhesion strength constraints FμComparator and multiplier, braking Power distributes optimal control unit and brake force reallocation and its optimization unit；The high-speed train braking power distributes optimal control side Method specifically includes following steps：
S1. the calculating of adhesion gravity；
According to single-unit train stress model, each axle adhesion gravity P of train is calculatedfi=FNiIn (i=1,2,3,4) formula, PfiFor the section The adhesion gravity of the axle of train i-th, FNiFor the Normal Constraint power of the axle of train i-th；
S2. the determination of train adhesion strength constraints；
According to the definition of adhesion coefficient, adhesion coefficient μ is under using empirical equation, the adhesion strength F of each axle under current rail level stateμi =Pfiμ, chooses adhesion strength constraints of the minimum value therein as each axle of section train, and the train adhesion strength is constrained to Four times of minimum adhesion strength；
S3. the preferential brake force system optimizing control of electric braking；
According to adhesion strength constraints described in step S2, using the preferential brake force optimizing distribution method of electric braking, specifically include Following steps：
T1. it is preferential to apply the total electric braking force F of motor-car in brake united, the electric braking force applied is current no more than its Section train adhesion force constraint under state；
T2. when electric braking force deficiency then preferentially by the total air damping power F of trailereptSupply, similarly, the braking applied Power is still no more than section train adhesion force constraint under its current state；
The brake force that T3. if trailer applies still can not meet brake request, then by motor-car application air damping power FepmMend Foot, the force constraint until it is adhered；
S4. brake force reassignment method and its optimized algorithm；
According to step S3 distribution method, it should apply the size of brake force to obtain each section train, propose that a kind of brake force is divided again The control method matched somebody with somebody, the size of the adhesion strength under being constrained using train by adhesion are reallocated according to direct proportion to brake force, you can Obtain the size for the brake force that each section train should apply
<mrow> <msub> <mi>F</mi> <mi>i</mi> </msub> <mo>=</mo> <mfrac> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>i</mi> </mrow> </msub> <mrow> <munderover> <mo>&amp;Sigma;</mo> <mrow> <mi>j</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>j</mi> </mrow> </msub> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <msub> <mi>F</mi> <mi>e</mi> </msub> </mrow>
In formula, FeThe total brake force that should apply for motor-car or trailer, Fμi、FiRespectively motor-car or trailer i-th save the adhesion of train Force constraint and the brake force that should apply, n are the quantity of motor-car or trailer, FμjThe wherein adhesion force constraint of jth section train；
S5. brake force reallocation control method described in step S4 is optimized, glued according to the train at the i-th section train kth moment Put forth effort the reallocation of participation (k+1) moment brake force, be that the dynamic reallocation process of brake force can be achieved with this reciprocation cycle
<mrow> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mrow> <mo>(</mo> <mi>k</mi> <mo>+</mo> <mn>1</mn> <mo>)</mo> </mrow> </mrow> </msub> <mo>=</mo> <mfrac> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>i</mi> <mi>k</mi> </mrow> </msub> <mrow> <msub> <mi>&amp;Sigma;F</mi> <mrow> <mi>&amp;mu;</mi> <mi>j</mi> <mi>k</mi> </mrow> </msub> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <msub> <mi>F</mi> <mi>e</mi> </msub> <mo>.</mo> </mrow>
A kind of 2. high-speed train braking power distribution optimal control method according to claim 1, it is characterised in that the height Fast braking force of train distribution Optimal Control System also includes ATO system ATO, driver's brake monitor, DSP centers Control unit, trailer-mounted radar and be arranged at it is each section train brake rigging, the braking force distribution optimal control module and Connected between train brake rigging by MVB, the ATO system ATO and driver's brake monitor with DSP central control units are connected, and the trailer-mounted radar is connected with DSP central control units.
A kind of 3. high-speed train braking power distribution optimal control method according to claim 2, it is characterised in that the row Car brake rigging includes traction convertor, DSP single-units train control unit, current signal collecting unit, traction electric machine, system Dynamic supply reservoir, the empty switching valve of electricity, repeater, disc brake；The DSP single-units train control unit passes through MVB It is connected with braking force distribution optimal control module.
A kind of 4. high-speed train braking power distribution optimal control method according to claim 1, it is characterised in that the system Power distribution optimal control unit includes：System based on adhesion strength direct proportion under the preferential judgement unit of electric braking, adhesion force constraint Power distribution unit, motor-car and the total brake force memory cell of trailer, should apply brake force for giving motor-car and trailer.
A kind of 5. high-speed train braking power distribution optimal control method according to claim 1, it is characterised in that the system Power is reallocated and its optimization unit includes brake force reallocation unit, single-unit train stress mould based on adhesion strength direct proportion Brake force reallocation optimization unit under type, time dependant conditions, for determining that each section train should apply brake force.
A kind of 6. high-speed train braking power distribution optimal control method according to claim 1, it is characterised in that the step Rapid S1 Normal Constraint power FNiWith the gravity P that adheresfiFor a pair of active forces and reaction force, the meter of the adhesion gravity of the step S1 Calculation is based on single-unit train stress model, and force analysis is carried out to train and row write torque equilibrium equation, simultaneous tries to achieve each axle of train Adhesion gravity, detailed process are：
S11. force analysis and torque equilibrium equation are carried out to car body
F1+F2+F0=Ma
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>N</mi> <mn>6</mn> </msub> <mo>&amp;CenterDot;</mo> <mn>2</mn> <mi>L</mi> <mo>-</mo> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>-</mo> <msub> <mi>F</mi> <mn>0</mn> </msub> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mi>H</mi> <mo>-</mo> <mi>h</mi> <mo>)</mo> </mrow> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <mo>-</mo> <msub> <mi>N</mi> <mn>5</mn> </msub> <mo>&amp;CenterDot;</mo> <mn>2</mn> <mi>L</mi> <mo>+</mo> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>-</mo> <msub> <mi>F</mi> <mn>0</mn> </msub> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mi>H</mi> <mo>-</mo> <mi>h</mi> <mo>)</mo> </mrow> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> </mtable> </mfenced>
S12. force analysis and torque equilibrium equation are carried out to bogie 1
2F-F1=ma
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>2</mn> </mrow> </msub> <mo>&amp;CenterDot;</mo> <mn>2</mn> <mi>b</mi> <mo>-</mo> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>-</mo> <msub> <mi>N</mi> <mn>5</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <msub> <mi>F</mi> <mn>1</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>h</mi> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <mo>-</mo> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>1</mn> </mrow> </msub> <mo>&amp;CenterDot;</mo> <mn>2</mn> <mi>b</mi> <mo>+</mo> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <msub> <mi>N</mi> <mn>5</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <msub> <mi>F</mi> <mn>1</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>h</mi> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> </mtable> </mfenced>
S13. force analysis and torque equilibrium equation are carried out to bogie 2
2F-F2=ma
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>4</mn> </mrow> </msub> <mo>&amp;CenterDot;</mo> <mn>2</mn> <mi>b</mi> <mo>-</mo> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>-</mo> <msub> <mi>N</mi> <mn>6</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <msub> <mi>F</mi> <mn>2</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>h</mi> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <mo>-</mo> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>3</mn> </mrow> </msub> <mo>&amp;CenterDot;</mo> <mn>2</mn> <mi>b</mi> <mo>+</mo> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <msub> <mi>N</mi> <mn>6</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <msub> <mi>F</mi> <mn>2</mn> </msub> <mo>&amp;CenterDot;</mo> <mi>h</mi> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> </mtable> </mfenced>
S14. by step 1.1, step 1.2, step 1.3 equations simultaneousness, each method of principal axes of train is can obtain to restraining force
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>1</mn> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>-</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <mn>4</mn> <mi>F</mi> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mrow> <mo>(</mo> <mrow> <mn>2</mn> <mi>F</mi> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>2</mn> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>-</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <mn>4</mn> <mi>F</mi> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>-</mo> <mrow> <mo>(</mo> <mrow> <mn>2</mn> <mi>F</mi> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>3</mn> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>+</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <mn>4</mn> <mi>F</mi> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mrow> <mo>(</mo> <mrow> <mn>2</mn> <mi>F</mi> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>N</mi> <mn>4</mn> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>+</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <mn>4</mn> <mi>F</mi> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>-</mo> <mrow> <mo>(</mo> <mrow> <mn>2</mn> <mi>F</mi> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> </mrow> </mtd> </mtr> </mtable> </mfenced>
In formula, M, m are respectively car body mass and bogie quality, and g is acceleration of gravity；N5、N6Respectively car body turns to two The pressure of frame, FN1、FN2、FN3、FN4Respectively each axle of train is by rail level Normal Constraint power, F0For train workshop power make a concerted effort, H, The distance between h is respectively hitch and bogie towing point to rail level, and 2b is wheelbase, and 2L is bogie pivot center, F1 and F2 points Not Wei two bogies to the brake force of car body, v, a are respectively the speed and acceleration of train.
A kind of 7. high-speed train braking power distribution optimal control method according to claim 1, it is characterised in that the step Suddenly S3 detailed process is：
S31. F is worked ast≤2Fed0When, if 2Fed0≤Fμm1+Fμm2
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>m</mi> </mrow> </msub> <mo>=</mo> <mn>2</mn> <msub> <mi>F</mi> <mi>t</mi> </msub> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>t</mi> </mrow> </msub> <mo>=</mo> <mn>0</mn> </mrow> </mtd> </mtr> </mtable> </mfenced>
When target braking force of the total electric braking force of motor-car more than power unit, and total electric braking force is no more than the adhesion of motor-car During force constraint, motor-car need to only apply electric braking force, and for trailer, it is not required to apply air damping power；
S32. F is worked ast≤2Fed0When, if Ft(the F of ＞ 4μm1+Fμm2)
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>m</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>2</mn> </mrow> </msub> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>t</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mi>t</mi> </msub> <mo>-</mo> <mrow> <mo>(</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>2</mn> </mrow> </msub> <mo>)</mo> </mrow> </mrow> </mtd> </mtr> </mtable> </mfenced>
When target braking force of the total electric braking force of motor-car more than power unit, and target braking force is more than the adhesion strength of motor-car about Shu Shi, motor-car apply electric braking force up to its force constraint of adhering, and for trailer, then supplement air damping power with implementation column Car is braked；
S33. F is worked ast＞ 2Fed0When, if 2Fed0＜ Fμm1+Fμm2And Ft-2Fed0＜ Fμt1+Fμt2
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>m</mi> </mrow> </msub> <mo>=</mo> <mn>2</mn> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>d</mi> <mn>0</mn> </mrow> </msub> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>t</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mi>t</mi> </msub> <mo>-</mo> <mn>2</mn> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>d</mi> <mn>0</mn> </mrow> </msub> </mrow> </mtd> </mtr> </mtable> </mfenced>
When target braking force is more than the total electric braking force of motor-car, if the electric braking of motor-car is less than the adhesion force constraint of motor-car and dragged When the air damping power that car need to supplement is again smaller than its adhesion force constraint, then motor-car applies whole brake force, and remainder is by dragging The air damping power of car is supplemented；
S34. F is worked ast＞ 2Fed0When, if 2Fed0＜ Fμm1+Fμm2And Ft-2Fed0＜ Fμt1+Fμt2
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>m</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>2</mn> </mrow> </msub> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>t</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mi>t</mi> </msub> <mo>-</mo> <mrow> <mo>(</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>2</mn> </mrow> </msub> <mo>)</mo> </mrow> </mrow> </mtd> </mtr> </mtable> </mfenced>
When target braking force is more than the total electric braking force of motor-car, if the electric braking of motor-car is less than the adhesion force constraint of motor-car and dragged The air damping power that car need to supplement again smaller than its adhere force constraint when, then motor-car apply air damping power to its adhere force constraint, Remainder is supplemented by the air damping power of trailer；
S35. during emergency
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>m</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>m</mi> <mn>2</mn> </mrow> </msub> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>e</mi> <mi>t</mi> </mrow> </msub> <mo>=</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>t</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>t</mi> <mn>2</mn> </mrow> </msub> </mrow> </mtd> </mtr> </mtable> </mfenced>
In an emergency situation, then motor-car and trailer apply brake force until its adhesion force constraint；
In formula, FμtFor the power of the target of brake unit, Fμt1、Fμm1、Fμm2、Fμt2Respectively each section train T1, M1, M2, T2 glue Force constraint, Fed0Equal, the F for M1 and M2 car electric braking forcesetThe total brake force that should apply for T1 and T2, FemShould for M1 and M2 cars The total electric braking force applied.
A kind of 8. high-speed train braking power distribution optimal control method according to claim 1, it is characterised in that the S5 Detailed process be：
S51. by step S4 brake force reallocation control method, it is expressed as brake force F of the i-th section train at the kth momentik；
S52. by FikSubstitute into the step S1 calculating of adhesion gravity, there is definition i.e. available (k+1) moment of adhesion coefficient The size of the adhesion strength of each axle of train
<mfenced open = "" close = "}"> <mtable> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>i</mi> <mn>1</mn> <mrow> <mo>(</mo> <mi>k</mi> <mo>+</mo> <mn>1</mn> <mo>)</mo> </mrow> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>-</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mrow> <mo>(</mo> <mrow> <mfrac> <mn>1</mn> <mn>2</mn> </mfrac> <mo>&amp;CenterDot;</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>&amp;mu;</mi> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>i</mi> <mn>2</mn> <mrow> <mo>(</mo> <mi>k</mi> <mo>+</mo> <mn>1</mn> <mo>)</mo> </mrow> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>-</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>-</mo> <mrow> <mo>(</mo> <mrow> <mfrac> <mn>1</mn> <mn>2</mn> </mfrac> <mo>&amp;CenterDot;</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>&amp;mu;</mi> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>i</mi> <mn>3</mn> <mrow> <mo>(</mo> <mi>k</mi> <mo>+</mo> <mn>1</mn> <mo>)</mo> </mrow> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>+</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mrow> <mo>(</mo> <mrow> <mfrac> <mn>1</mn> <mn>2</mn> </mfrac> <mo>&amp;CenterDot;</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>&amp;mu;</mi> </mrow> </mtd> </mtr> <mtr> <mtd> <mrow> <msub> <mi>F</mi> <mrow> <mi>&amp;mu;</mi> <mi>i</mi> <mn>4</mn> <mrow> <mo>(</mo> <mi>k</mi> <mo>+</mo> <mn>1</mn> <mo>)</mo> </mrow> </mrow> </msub> <mo>=</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>b</mi> </mrow> </mfrac> <mrow> <mo>{</mo> <mrow> <mi>m</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>+</mo> <mfrac> <mn>1</mn> <mrow> <mn>2</mn> <mi>L</mi> </mrow> </mfrac> <mo>&amp;CenterDot;</mo> <mrow> <mo>{</mo> <mrow> <mi>M</mi> <mi>g</mi> <mo>&amp;CenterDot;</mo> <mi>L</mi> <mo>+</mo> <mrow> <mo>&amp;lsqb;</mo> <mrow> <mrow> <mo>(</mo> <mrow> <mi>M</mi> <mo>+</mo> <mn>2</mn> <mi>m</mi> </mrow> <mo>)</mo> </mrow> <mi>a</mi> <mo>-</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> </mrow> <mo>&amp;rsqb;</mo> </mrow> <mo>&amp;CenterDot;</mo> <mrow> <mo>(</mo> <mrow> <mi>H</mi> <mo>-</mo> <mi>h</mi> </mrow> <mo>)</mo> </mrow> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>b</mi> <mo>-</mo> <mrow> <mo>(</mo> <mrow> <mfrac> <mn>1</mn> <mn>2</mn> </mfrac> <mo>&amp;CenterDot;</mo> <msub> <mi>F</mi> <mrow> <mi>i</mi> <mi>k</mi> </mrow> </msub> <mo>-</mo> <mi>m</mi> <mi>a</mi> </mrow> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>h</mi> </mrow> <mo>}</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>&amp;mu;</mi> </mrow> </mtd> </mtr> </mtable> </mfenced>
S53. by relatively can obtain the adhesion force constraint of train, the reallocation of subsequent time brake force is participated in, is realized pair The optimization of brake force reallocation control method.
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