CN107351826B - High-speed train braking force distribution optimization control method and system - Google Patents

High-speed train braking force distribution optimization control method and system Download PDF

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CN107351826B
CN107351826B CN201710630041.2A CN201710630041A CN107351826B CN 107351826 B CN107351826 B CN 107351826B CN 201710630041 A CN201710630041 A CN 201710630041A CN 107351826 B CN107351826 B CN 107351826B
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train
braking force
force
adhesion
brake
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CN107351826A (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 brake force distribution optimization control method for a high-speed train, and relates to a brake force distribution optimization control system for the high-speed train, which is used for performing coordination control on the brake force to be applied to each train; the system comprises a braking force distribution optimization control module which acquires the adhesive gravity F based on a single train stress modelNiAnd further comprises a constraint condition F for acquiring train adhesionμThe comparator and the multiplier, the braking force distribution optimization control unit and the braking force redistribution and optimization unit; the method comprises the steps of calculation of adhesion gravity, determination of train adhesion constraint conditions, optimization control algorithm of braking force of electric braking priority, redistribution method of braking force and optimization algorithm thereof; the invention realizes safe, stable and reliable braking of the train under various complex rail surface conditions along with the dynamic process of the time-varying adhesion state of the train, effectively solves the problem of braking and sliding of the high-speed train, and further improves the stability and accuracy of the braking control system of the high-speed train.

Description

High-speed train braking force distribution optimization control method and system
Technical Field
The invention belongs to the technical field of high-speed train vehicle control, and particularly relates to a high-speed train braking force distribution optimization control method and a high-speed train braking force distribution optimization control system, which can be particularly suitable for high-performance high-speed train braking force distribution control under different natural environments and different line conditions.
Background
The high-speed train is a main carrier of national public transportation and bears the important development strategy of national interconnection and intercommunication, and the brake system is used as a key component of the high-speed train and is an important precondition for safe operation.
During the braking process of the high-speed train, the braking force generated by the braking control device hinders the movement tendency of the train in the form of adhesion between wheel rails. The exertion of the axle braking force is restricted by the adhesion between the wheel rails according to the adhesion characteristic curve of the high-speed train. When the braking force is larger than the adhesive force between the rail surfaces, the wheel generates the problem of sliding on the rail surfaces, and then the rail surfaces are scratched.
However, the conventional brake force distribution control module does not consider the constraint condition of the adhesive force, and it is difficult to effectively exert the brake efficiency of the high-speed train. In the braking process of the train, the axle weight is inevitably transferred; the adhesion state between the wheel rails presents nonlinear and rapid time-varying characteristics, and the adhesion force between the wheel rails is different. In the train control mode, the wheel set with the minimum train adhesion is firstly subjected to sliding, and the adhesion constraint conditions of other trains are not fully utilized, so that the provision of a high-performance braking force distribution control system is very important.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a brake force distribution optimization control method and a brake force distribution optimization control system for a high-speed train, which are used for distributing brake force by utilizing the adhesion redundancy of each train so as to more effectively prevent the problem of train brake sliding and further ensure the important guarantee that the train brake process is more stable.
The specific technical scheme is as follows:
a braking force distribution optimization control method for a high-speed train relates to a braking force distribution optimization control system for the high-speed train, which is used for performing coordination control on braking force to be applied to each train, and the braking force distribution of the high-speed trainThe optimal control system comprises a braking force distribution optimal control module, and the braking force distribution optimal control module acquires the adhesion gravity F based on a single train stress modelNiAnd further comprises a constraint condition F for acquiring train adhesionμThe comparator and the multiplier, the braking force distribution optimization control unit and the braking force redistribution and optimization unit; the method for optimally controlling the braking force distribution of the high-speed train specifically comprises the following steps:
s1, calculating adhesion gravity;
according to the stress model of the single train, calculating the adhesion gravity P of each axle of the trainfi＝FNi(i-1, 2,3,4) wherein P isfiIs the sticking gravity of the i-th axle of the train, FNiThe normal restraint force of the ith shaft of the train;
s2, determining a constraint condition of train adhesion;
according to the definition of the sticking coefficient, the sticking coefficient mu adopts an empirical formula, and the sticking force F of each shaft under the current rail surface stateμi＝PfiMu, selecting the minimum value as the adhesion constraint condition of each axle of the train, wherein the adhesion constraint of the train is four times of the minimum adhesion;
s3, a braking force optimization control algorithm with electric braking priority;
according to the adhesion force constraint condition in the step S2, a braking force optimal distribution method with priority of electric braking is adopted, which specifically includes the following steps:
t1, in the braking unit, the total electric braking force F of the motor car is preferentially appliededThe applied electric braking force cannot exceed the adhesion constraint of the train in the current state;
t2. when the electric braking force is insufficient, the total air braking force F of the trailer is preferentially selectedeptComplementing, likewise, the applied braking force still cannot exceed the adhesion constraint of the train in its current state;
t3, if the braking force applied by the trailer still can not meet the braking requirement, then the air braking force F is applied by the motor trainepmComplementing until the adhesive force constraint thereof;
s4, a braking force redistribution method and an optimization algorithm thereof;
according to the distribution method of step S3, in order to obtain the magnitude of the braking force to be applied by each train, a control method for redistributing the braking force is provided, the braking force is redistributed in proportion by utilizing the magnitude of the adhesive force of the train under the adhesion constraint, and the magnitude of the braking force to be applied by each train can be obtained
Figure GDA0002227575970000031
In the formula, FeTotal braking force to be applied to a motor car or trailer, Fμi、FiThe adhesion force constraint and the applied braking force of the ith train of the motor car or the trailer respectively, n is the number of the motor cars or the trailers, FμjWherein the adhesion constraint of the jth train;
s5, optimizing the braking force redistribution control method in the step S4, and realizing the dynamic redistribution process of the braking force by the reciprocating circulation according to the participation of the train adhesion force of the ith train in the redistribution of the braking force at the (k +1) th moment
Figure GDA0002227575970000032
More specifically, the braking force distribution optimization control module sends a braking instruction by an ATO (automatic train operation) or brake controller of a train automatic operation system, the DSP central control unit extracts a train body speed signal vt measured by a vehicle-mounted radar after receiving the braking instruction, and the train adhesion gravity calculation module acquires the adhesion gravity FNiObtaining a train adhesion constraint F via a train adhesion constraint unitμThe braking force distribution optimization control unit obtains the total electric braking force F to be applied by the motor train unit based on the adhesive force constraint conditionedAnd air braking force FepmThe trailer should apply a total air braking force FeptThe magnitude of the braking force which is required to be applied by each train can be obtained through the braking force redistribution and optimization unit, and the magnitude of the braking force is interacted with the MVB bus.
Furthermore, the brake force distribution optimization control system of the high-speed train further comprises an automatic train operation system ATO, an actuator controller, a DSP central control unit, a vehicle-mounted radar and basic brake devices arranged on each section of the train, the brake force distribution optimization control module is connected with the basic brake devices of the train through an MVB bus, the automatic train operation system ATO and the actuator controller are connected with the DSP central control unit, and the vehicle-mounted radar is connected with the DSP central control unit.
Furthermore, the train foundation braking device comprises a traction converter, a DSP locomotive control unit, a current signal acquisition unit, a traction motor, a brake supply air cylinder, an electric idle change valve, a repeater and a disc-shaped braking device; and the DSP single train control unit is connected with the braking force distribution optimization control module through an MVB bus.
More specifically, the train foundation formulating device is characterized in that an MVB bus receives signals of a braking force distribution optimization control module and sends an electric braking instruction to a DSP single train control unit of a foundation braking device of each train of the high-speed train, and for a motor train, electric braking is exerted by controlling a switch of a circuit in a traction converter through a PWM modulation waveform output by the DSP single train control unit, so that a traction motor is converted into a power generation state from an electric state, and electric energy is fed back to a power grid; for the train air braking force, a DSP single train control unit sends an electric signal, and a disc-shaped braking device brakes by means of friction between wheel pairs under the action of air pressure pushing through components such as an electric idle change valve, a repeater and the like, so that the train is braked.
Further, the braking force distribution optimization control unit includes: the brake system comprises an electric brake priority judging unit, a brake force distribution unit based on the direct proportion of adhesive force under the constraint of adhesive force, and a total brake force storage unit of the motor train and the trailer, wherein the electric brake priority judging unit is used for giving the application of brake force to the motor train and the trailer;
more specifically, in one brake unit, the total electric braking force Fed of the motor vehicle is preferentially applied, the applied electric braking force cannot exceed the motor vehicle adhesion force constraint; when the electric braking force is insufficient, the total air braking force F of the trailer is prioritizedeptComplement, and likewise the braking force applied still cannot exceed itAdhesion limitation; if the braking force applied by the trailer still can not meet the braking requirement, the air braking force F is applied by the motor trainepmComplement until their adhesion limits.
Further, the braking force redistribution and optimization unit comprises a braking force redistribution unit based on the adhesive force positive proportion, a single train stress model and a braking force redistribution optimization unit under a time-varying condition, and is used for determining that each train should apply braking force;
more specifically, the braking force redistribution and optimization unit redistributes the braking force according to a positive proportion by utilizing the magnitude of the adhesive force of the train under the adhesion constraint, and the magnitude of the braking force which is applied by each train can be obtained; braking force F from each axleiSubstituting the binding gravity into a stress model of a single train to obtain the magnitude of the binding gravity at the current moment, further obtaining the binding force constraint condition of each train at the next moment, and participating in the distribution of the braking force at the moment, namely realizing the optimization of the redistribution of the braking force.
Further, the specific process of step 1 is:
step 1.1, carrying out stress analysis and moment balance equation on the vehicle body
F1+F2+F0＝Ma
Figure GDA0002227575970000051
Step 1.2, carrying out stress analysis and moment balance equation on the bogie 1
2F-F1＝ma
Figure GDA0002227575970000052
Step 1.3, stress analysis and moment balance equation are carried out on the steering frame 2
2F-F2＝ma
Figure GDA0002227575970000053
Step 1.4, the equations of the step 1.1, the step 1.2 and the step 1.3 are combined to obtain normal restraining force of each shaft of the train
Figure GDA0002227575970000054
Wherein M, m represents the mass of the vehicle body and the mass of the bogie respectively, and g represents the acceleration of gravity; n is a radical of5、N6Respectively the pressure of the car body on the two bogies, FN1、FN2、FN3、FN4Each axle of the train is respectively subjected to a normal restraining force of a rail surface, F0H, h is the distance between the towing point of the car coupler and the bogie and the rail surface, 2b is the wheel base, 2L is the centre distance of the bogie, F is the resultant force of the train force1And F2The braking force of the two bogies to the train body is shown respectively, and v and a are the train speed and the acceleration of the train respectively.
Further, the specific process of step 3 is:
step 3.1 when Ft≤2Fed0When 2Fed0≤Fμm1+Fμm2
Figure GDA0002227575970000061
When the total electric braking force of the motor train is larger than the target braking force of the power unit and the total electric braking force does not exceed the adhesion force constraint of the motor train, the motor train only needs to apply the electric braking force, and for a trailer, air braking force does not need to be applied;
step 3.2 when Ft≤2Fed0When F is present, if Ft＞4(Fμm1+Fμm2)
Figure GDA0002227575970000062
When the total electric braking force of the motor train is larger than the target braking force of the power unit and the target braking force is larger than the adhesion constraint of the motor train, the motor train applies the electric braking force until the adhesion constraint of the motor train, and for a trailer, air braking force is supplemented to implement train braking;
step 3.3 when Ft＞2Fed0When 2Fed0＜Fμm1+Fμm2And Ft-2Fed0＜Fμt1+Fμt2
Figure GDA0002227575970000071
When the target braking force is larger than the total electric braking force of the motor train, if the electric braking force of the motor train is smaller than the adhesion constraint of the motor train and the air braking force required to be supplemented by the trailer is also smaller than the adhesion constraint of the motor train, the motor train applies the whole braking force, and the rest part is supplemented by the air braking force of the trailer;
step 3.4 when Ft＞2Fed0When 2Fed0＜Fμm1+Fμm2And Ft-2Fed0＜Fμt1+Fμt2
Figure GDA0002227575970000072
When the target braking force is larger than the total electric braking force of the motor train, if the electric braking force of the motor train is smaller than the adhesion constraint of the motor train and the air braking force required to be supplemented by the trailer is also smaller than the adhesion constraint of the motor train, the motor train applies the air braking force to the adhesion constraint of the motor train, and the rest part of the air braking force is supplemented by the air braking force of the trailer;
step 3.5. in case of emergency
Figure GDA0002227575970000081
In an emergency situation, the motor car and the trailer exert braking force until the adhesion force thereof is restrained;
in the formula, FμtIs the target power of the brake unit, Fμt1、Fμm1、Fμm2、Fμt2Respectively binding the adhesive force of T1, M1, M2 and T2 of each train, wherein the electric braking force of the Fed0 is equal to that of M1 and M2 trains, and F isetTotal braking force to be applied for T1 and T2, FemApplied for M1 and M2 carsThe total electric braking force.
Further, the specific process of step S5 is:
step 5.1, the braking force redistribution control method of step S4 is expressed as the braking force F of the ith train at the kth timeik；
Step 5.2. FikThe calculation of the adhesion gravity substituted in step S1 is substituted, and the magnitude of the adhesion of each axle of the train at the (k +1) th time can be obtained by defining the adhesion coefficient
Figure GDA0002227575970000082
And 5.3, obtaining the adhesion force constraint of the train through comparison, participating in redistribution of braking force at the next moment, and realizing optimization of the braking force redistribution control method.
More specifically, the electric brake priority braking force optimization control algorithm is used for preferentially applying the electric braking force of the motor train unit when the motor train unit performs braking, and then applying the air braking force on the trailer when the electric braking force is insufficient; if the braking requirement can not be met, the air braking force is partially applied by the motor car to supplement; however, for a train, it is subject to adhesion constraints and is therefore optimized, and when a braking force is applied, it cannot be greater than its adhesion constraints.
More specifically, the braking force redistribution method and the optimization algorithm thereof redistribute the braking force after knowing that the motor train should apply the total electric braking force, the air braking force and the trailer should apply the total air braking force; therefore, a proportional redistribution method based on adhesive force is provided, and meanwhile, the method is optimized by combining with the actual control requirement of the train, so that the braking reliability of the high-speed train is further improved.
Compared with the prior art, the invention can realize the parking braking without the sliding problem of the high-speed train under the conditions of different braking grades, and further improves the sensitivity and the stability of the braking force distribution of the high-speed train by optimizing the braking force redistribution control method.
Drawings
FIG. 1 is a schematic diagram of a braking force distribution control system;
FIG. 2 is a schematic structural diagram of a braking force distribution optimization control unit and a braking force redistribution and optimization unit thereof;
FIG. 3 is a flow chart illustrating steps of a braking force distribution control method;
FIG. 4 is a schematic diagram of a stress model of a single train.
Detailed Description
The present invention will be further described with reference to the following embodiments. Wherein the showings are for the purpose of illustration only and are shown by way of illustration only and not in actual form, and are not to be construed as limiting the present patent; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
Example 1
As shown in fig. 1, the brake force distribution optimization control system for high-speed trains is used for performing coordination control on the brake force to be applied to each train, and comprises an automatic train operation system ATO1, an operator brake controller 2, a DSP central control unit 3, a vehicle-mounted radar 4, a brake force distribution optimization control module 5 and a train basic brake device 6, wherein the brake force distribution optimization control module 5, the train basic brake device 6 and the DSP central control unit 3 are connected through an MVB bus, the output ends of the automatic train operation system ATO1 and the operator brake controller 2 are connected with the DSP central control unit 3, and the vehicle-mounted radar 4 is connected with the DSP central control unit 3;
the braking force distribution optimization control module 5 obtains the adhesion gravity F based on the single train stress model 510NiThe method also comprises the step of obtaining the constraint condition F of the locomotive adhesive forceμThe comparator 520 and multiplier 521, the braking force distribution optimization control unit 53 and the braking force redistribution and optimization unit 54;
the braking force distribution optimization control module 5 sends a braking instruction by the automatic train operation system ATO1 or the brake controller 2, and the DSP central control unit 3 receives the braking instructionThen, a vehicle body speed signal vt measured by the vehicle-mounted radar 4 is extracted, and the adhesion gravity F is obtained by the single train stress model 510NiTrain adhesion constraint F is obtained via comparator 520 and multiplier 521μThe braking force distribution optimization control unit 53 obtains the total electric braking force F to be applied by the motor train unit based on the adhesion force constraint conditionedAnd air braking force FepmThe trailer should apply a total air braking force FeptThe braking force redistribution and optimization unit 54 can obtain the magnitude of the braking force which each locomotive should apply, and the magnitude interacts with the MVB bus.
The train foundation braking device 6 comprises a traction converter 61, a DSP single-machine train control unit 62, a current signal acquisition unit 63, a traction motor 64, a brake supply air cylinder 65, an electric idle change valve 66, a repeater 67 and a disc-shaped braking device 68; the DSP single train control unit 62 is connected with the braking force distribution optimization control module 5 through an MVB bus.
The basic braking device 6 of the train, MVB bus receive the signal of the brake force distribution optimizing control module 5, send the electric brake order to DSP locomotive control unit 62 of each train of the high-speed train, for the motor train, the performance of the electric brake depends on the PWM modulation waveform outputted by DSP single train control unit 62 to control the switch of the circuit in the traction converter 61, make the traction motor 64 change from the electric state into the generating state, feed back the electric energy to the electric wire netting; for train air braking force, the DSP locomotive control unit 62 sends an electric signal, and a disc brake device 68 applies braking by means of friction between wheel pairs under the action of air pressure pushing through an electric idle change valve 66 and a relay 67, so that braking of a train is completed.
As shown in fig. 2, the braking force distribution optimization control unit includes: the brake system comprises an electric brake priority judging unit, a brake force distribution unit based on the direct proportion of adhesive force under the constraint of adhesive force, and a total brake force storage unit of the motor train and the trailer, wherein the electric brake priority judging unit is used for giving the application of brake force to the motor train and the trailer;
1. the electric brake priority judging unit judges the target braking force FB and the electric braking force Fed and outputs a signal to the braking force distribution unit based on the adhesive force positive proportion under the adhesive force constraint;
2. the brake force distribution unit completes the distribution of the brake force based on the direct proportion of the adhesive force under the constraint of the adhesive force, obtains the brake force which should be applied by the motor car and the trailer respectively, and stores the brake force in the total brake force storage unit of the motor car and the trailer;
3. the braking force redistribution unit redistributes the braking force based on the direct proportion of the adhesive force, outputs the braking force which is required to be applied by each train, and then obtains the axle braking force Fi；
4. The axle braking force Fi is input into the stress model of the single-section train to obtain the adhesion gravity at the current moment, and then the constraint condition F of the train adhesion at the moment is obtainedμij
5. From FμijAnd the braking force redistribution optimization unit outputs a braking instruction to the MVB bus under the master table condition, and then acts on the basic braking device of the train.
More specifically, in one brake unit, the total electric braking force F of the motor vehicle is applied preferentiallyedThe applied electric braking force cannot exceed the adhesion force constraint of the bullet train; when the electric braking force is insufficient, the total air braking force F of the trailer is prioritizedeptComplement, also, the applied braking force still cannot exceed its sticking limit; if the braking force applied by the trailer still can not meet the braking requirement, the air braking force F is applied by the motor trainepmComplement until their adhesion limits.
The braking force redistribution and optimization unit comprises a braking force redistribution unit based on the adhesive force positive proportion, a single train stress model and a braking force redistribution optimization unit under the time-varying condition, and is used for determining the braking force to be applied to each train;
more specifically, the braking force redistribution and optimization unit redistributes the braking force according to a positive proportion by utilizing the magnitude of the adhesive force of the train under the adhesion constraint, and the magnitude of the braking force which is applied by each train can be obtained; braking force F from each axleiSubstituting the binding gravity into a stress model of a single train to obtain the magnitude of the binding gravity at the current moment, further obtaining the binding force constraint condition of each train at the next moment, and participating in the distribution of the braking force at the moment, namely realizing the optimization of the redistribution of the braking force.
As shown in fig. 3 and 4, the optimal control method for braking force distribution of the high-speed train comprises the following steps:
step 1, calculating the adhesion gravity of each axle of the train by using the stress model of the single train in the figure 4
Pfi＝FNi(i＝1,2,3,4)
In the formula, PfiIs the sticking gravity of the i-th axle of the train, FNiThe normal restraint force of the ith shaft of the train;
the specific process is as follows:
step 1.1, carrying out stress analysis and moment balance equation on the vehicle body
F1+F2+F0＝Ma
Figure GDA0002227575970000111
Step 1.2, carrying out stress analysis and moment balance equation on the bogie 1
2F-F1＝ma
Figure GDA0002227575970000121
Step 1.3, stress analysis and moment balance equation are carried out on the steering frame 2
2F-F2＝ma
Figure GDA0002227575970000122
Step 1.4, the equations of the step 1.1, the step 1.2 and the step 1.3 are combined to obtain normal restraining force of each shaft of the train
Figure GDA0002227575970000123
Wherein M, m represents the mass of the vehicle body and the mass of the bogie respectively, and g represents the acceleration of gravity; n is a radical of5、N6Respectively the pressure of the car body on the two bogies, FN1、FN2、FN3、FN4Each axle of the train is respectively subjected to a normal restraining force of a rail surface, F0H, h is the distance between the towing point of the car coupler and the bogie and the rail surface, 2b is the wheel base, 2L is the centre distance of the bogie, F is the resultant force of the train force1And F2The braking force of the two bogies to the train body is shown respectively, and v and a are the train speed and the acceleration of the train respectively.
Step 2, according to the definition of the adhesion coefficient, the adhesion coefficient mu adopts an empirical formula, and the adhesion force F of each shaft under the current rail surface stateμi＝PfiMu, selecting the minimum value as the adhesion constraint condition of each axle of the train, the adhesion constraint for the train being four times the adhesion of the axle;
wherein the sticking coefficient is defined as: the ratio of the adhesion to the vertical load between the wheel rails, i.e. the adhesion gravity.
μ＝Fμ/Pf
The origin of the empirical formula: the adhesion coefficient between the wheel rails is influenced by a plurality of factors such as the surface condition of the rail, the speed of a train, the material and the geometric shape of the wheel rails, the dynamic action of a vehicle and the like, the accurate numerical value of the adhesion coefficient is difficult to obtain accurately in real time, an empirical formula of the adhesion coefficient can be obtained on the basis of theoretical analysis and theoretical verification of the plurality of factors, the adhesion coefficients under the conditions of a wet rail surface and a dry rail surface are respectively marked as mu d and mu w, and the empirical formula is respectively shown as follows:
Figure GDA0002227575970000131
Figure GDA0002227575970000132
and 3, providing a braking force optimal distribution strategy with priority of electric braking by using the train adhesion constraint condition. I.e. in the brake unit, the total electric braking force F of the motor vehicle is applied preferentiallyedThe applied electric braking force cannot exceed the adhesion constraint of the train in the current state; when the electric braking force is insufficient, the total air braking force F of the trailer is prioritizedeptComplementing, likewise, the applied braking force still cannot exceed the adhesion constraint of the train in its current state; if the braking force applied by the trailer still can not meet the braking requirement, the air braking force F is applied by the motor trainepmComplementing until the adhesive force constraint thereof;
the specific process of the step 3 is as follows:
step 3.1 when Ft≤2Fed0When 2Fed0≤Fμm1+Fμm2
Figure GDA0002227575970000133
When the total electric braking force of the motor train is larger than the target braking force of the power unit and the total electric braking force does not exceed the adhesion force constraint of the motor train, the motor train only needs to apply the electric braking force, and for a trailer, air braking force does not need to be applied;
step 3.2 when Ft≤2Fed0When F is present, if Ft＞4(Fμm1+Fμm2)
Figure GDA0002227575970000141
When the total electric braking force of the motor train is larger than the target braking force of the power unit and the target braking force is larger than the adhesion constraint of the motor train, the motor train applies the electric braking force until the adhesion constraint of the motor train, and for a trailer, air braking force is supplemented to implement train braking;
step 3.3 when Ft＞2Fed0When 2Fed0＜Fμm1+Fμm2And Ft-2Fed0＜Fμt1+Fμt2
Figure GDA0002227575970000142
When the target braking force is larger than the total electric braking force of the motor train, if the electric braking force of the motor train is smaller than the adhesion constraint of the motor train and the air braking force required to be supplemented by the trailer is also smaller than the adhesion constraint of the motor train, the motor train applies the whole braking force, and the rest part is supplemented by the air braking force of the trailer;
step 3.4 when Ft＞2Fed0When 2Fed0＜Fμm1+Fμm2And Ft-2Fed0＜Fμt1+Fμt2
Figure GDA0002227575970000143
When the target braking force is larger than the total electric braking force of the motor train, if the electric braking force of the motor train is smaller than the adhesion constraint of the motor train and the air braking force required to be supplemented by the trailer is also smaller than the adhesion constraint of the motor train, the motor train applies the air braking force to the adhesion constraint of the motor train, and the rest part of the air braking force is supplemented by the air braking force of the trailer;
step 3.5. in case of emergency
Figure GDA0002227575970000151
In an emergency situation, the motor car and the trailer exert braking force until the adhesion force thereof is restrained;
in the formula, FμtIs the target power of the brake unit, Fμt1、Fμm1、Fμm2、Fμt2Respectively the adhesive force constraints of T1, M1, M2 and T2 of each train, Fed0The electric braking force of the M1 and the M2 vehicles is equal, FetTotal braking force to be applied for T1 and T2, FemThe total electric braking force that should be applied for the M1 and M2 vehicles.
Step 4, according to the distribution strategy in the step 3, in order to obtain the magnitude of the braking force which should be applied by each train, a control method for redistributing the braking force is provided, the braking force is redistributed according to the proportion by utilizing the magnitude of the adhesive force of the trains under the adhesion constraint, and the magnitude of the braking force which should be applied by each train can be obtained
Figure GDA0002227575970000152
In the formula，FeTotal braking force to be applied to a motor car or trailer, Fμi、FiThe adhesion force constraint and the applied braking force of the ith train of the motor car or the trailer respectively, n is the number of the motor cars or the trailers, FμjWherein the adhesion constraint of the jth train;
Figure GDA0002227575970000161
step 5, optimizing the braking force redistribution control method, and realizing the dynamic redistribution process of the braking force by the reciprocating circulation according to the participation of the train adhesion force of the ith locomotive at the kth moment in the redistribution of the braking force at the (k +1) th moment
The specific process is as follows:
step 5.1, representing the braking force redistribution control method in the step S4 as the braking force Fik of the ith train at the kth moment;
step 5.2, adding FikThe calculation of the adhesion gravity substituted in step S1 is substituted, and the magnitude of the adhesion of each axle of the train at the (k +1) th time can be obtained by defining the adhesion coefficient
Figure GDA0002227575970000162
And 5.3, obtaining the adhesion force constraint of the train through comparison, participating in redistribution of braking force at the next moment, and realizing optimization of the braking force redistribution control method.
It should be understood that the above examples are only for clearly illustrating the technical solutions of the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection of the claims of the present invention.

Claims (8)

1. A brake force distribution optimization control method for a high-speed train is realized byThe brake force distribution optimization control system of the high-speed train is used for performing coordination control on the brake force which should be applied to each train and is characterized by comprising a brake force distribution optimization control module, wherein the brake force distribution optimization control module is used for acquiring the adhesion gravity F based on a single train stress modelNiThe system also comprises a comparator and a multiplier which are used for acquiring the train adhesion force constraint condition Fmu, a braking force distribution optimization control unit and a braking force redistribution and optimization unit; the method for optimally controlling the braking force distribution of the high-speed train specifically comprises the following steps:
s1, calculating adhesion gravity;
according to the stress model of the single train, calculating the adhesion gravity of each shaft of the train: pfi＝FNi(i-1, 2,3,4) wherein P isfiIs the sticking gravity of the i-th axle of the train, FNiThe normal restraint force of the ith shaft of the train;
s2, determining a constraint condition of train adhesion;
according to the definition of the sticking coefficient, the sticking coefficient mu is defined by adopting an empirical formula mu-Fμ/PfIn which F isμFor adhesion, PfFor vertical loading, the adhesion force F of each axle in the current rail surface stateμi＝PfiMu, selecting the minimum value as the adhesion constraint condition of each axle of the train, wherein the adhesion constraint of the train is four times of the minimum adhesion;
s3, a braking force optimization control algorithm with electric braking priority;
according to the adhesion force constraint condition in the step S2, a braking force optimal distribution method with priority of electric braking is adopted, which specifically includes the following steps:
t1, in the braking unit, the total electric braking force F of the motor car is preferentially appliededElectric braking force F appliededThe adhesion force constraint of the train in the current state cannot be exceeded;
t2 when electric braking force FedWhen the total air braking force F of the trailer is insufficient, the total air braking force F of the trailer is preferentially selectedeptComplement, likewise, the air braking force F appliedeptStill can not exceed the train section under the current stateAdhesive force restraint;
t3. air braking force F applied if trailereptIf the braking requirement can not be met, the motor car applies air braking force F againepmComplementing until the adhesion force constraint meets the braking requirement of the train;
s4, a braking force redistribution method and an optimization algorithm thereof;
according to the distribution method of step S3, in order to obtain the magnitude of the braking force to be applied by each train, a control method for redistributing the braking force is provided, the braking force is redistributed in proportion by utilizing the magnitude of the adhesive force of the train under the adhesion constraint, and the magnitude of the braking force to be applied by each train can be obtained
Figure FDA0002227575960000021
In the formula, FeTotal braking force to be applied to a motor car or trailer, Fμi、FiThe adhesion force constraint and the applied braking force of the ith train of the motor car or the trailer respectively, n is the number of the motor cars or the trailers, FμjWherein the adhesion constraint of the jth train;
s5, optimizing the braking force redistribution control method in the step S4, and realizing the dynamic redistribution process of the braking force by the reciprocating circulation according to the participation of the train adhesion force of the ith train in the redistribution of the braking force at the k +1 th moment
Figure FDA0002227575960000022
2. The brake force distribution optimization control method for the high-speed train according to claim 1, wherein the brake force distribution optimization control system for the high-speed train further comprises an automatic train operation system ATO, an actuator controller, a DSP central control unit, a vehicle-mounted radar and a basic brake device arranged on each train, the brake force distribution optimization control module and the basic train brake device are connected through an MVB bus, the automatic train operation system ATO and the actuator controller are connected with the DSP central control unit, and the vehicle-mounted radar is connected with the DSP central control unit.
3. The brake force distribution optimization control method for the high-speed train according to claim 2, wherein the basic train brake device comprises a traction converter, a DSP single train control unit, a current signal acquisition unit, a traction motor, a brake supply air cylinder, an electric idle change valve, a repeater and a disc brake device; and the DSP single train control unit is connected with the braking force distribution optimization control module through an MVB bus.
4. The brake force distribution optimization control method for the high-speed train according to claim 1, wherein the brake force distribution optimization control unit comprises: the brake system comprises an electric brake priority judging unit, a brake force distribution unit based on the direct proportion of adhesive force under the constraint of adhesive force, and a total brake force storage unit of the motor train and the trailer, wherein the brake force is applied to the given motor train and the trailer.
5. The brake force distribution optimization control method for the high-speed train according to claim 1, wherein the brake force redistribution and optimization unit comprises a brake force redistribution unit based on direct proportion of adhesive force, a stress model of the single train, and a brake force redistribution optimization unit under time-varying conditions, and is used for determining that the brake force should be applied to each train.
6. The method as claimed in claim 1, wherein the step S1 is carried out under normal restraint force FNiAnd the adhesive gravity PfiThe calculation of the adhesion gravity in step S1 is based on the stress model of the single train, and the stress analysis, the column-writing moment balance equation, and the simultaneous calculation of the adhesion gravity of each axle of the train are performed, and the specific process is as follows:
s11, carrying out stress analysis and moment balance equation on the vehicle body
F1+F2+F0＝Ma
Figure FDA0002227575960000031
S12, carrying out stress analysis and moment balance equation on the bogie 1
2F-F1＝ma
Figure FDA0002227575960000032
S13, carrying out stress analysis and moment balance equation on the bogie 2
2F-F2＝ma
Figure FDA0002227575960000041
S14, equations in S11, S12 and S13 are combined to obtain normal restraining force of each shaft of the train
Figure FDA0002227575960000042
Wherein M, m represents the mass of the vehicle body and the mass of the bogie respectively, and g represents the acceleration of gravity; n is a radical of5、N6Respectively the pressure of the car body on the two bogies, FN1、FN2、FN3、FN4Each axle of the train is respectively subjected to a normal restraining force of a rail surface, F0H, h is the distance between the traction point of the car coupler and the bogie and the rail surface, 2b is the wheel base, b is the distance between the half shafts of two axles of the train, 2L is the center distance of the bogie, L is half of the center distance of the two bogies of the train, F is the resultant force of the force between the train and the bogie, F is the total force of the two bogies of the train, C is the total force of the two bogies of the1And F2The braking force of the two bogies to the train body is shown respectively, and v and a are the train speed and the acceleration of the train respectively.
7. The method for optimally controlling the brake force distribution of the high-speed train as claimed in claim 1, wherein the specific process of the step S3 is as follows:
s31, when Ft≤2Fed0When 2Fed0≤Fμm1+Fμm2
Figure FDA0002227575960000051
When the total electric braking force of the motor train is larger than the target braking force of the power unit and the total electric braking force does not exceed the adhesion force constraint of the motor train, the motor train only needs to apply the electric braking force, and for a trailer, air braking force does not need to be applied;
s32, when Ft≤2Fed0When F is present, if Ft＞4(Fμm1+Fμm2)
Figure FDA0002227575960000052
When the total electric braking force of the motor train is larger than the target braking force of the power unit and the target braking force is larger than the adhesion constraint of the motor train, the motor train applies the electric braking force until the adhesion constraint of the motor train, and for a trailer, air braking force is supplemented to implement train braking;
s33, when Ft＞2Fed0When 2Fed0＜Fμm1+Fμm2And Ft-2Fed0＜Fμt1+Fμt2
Figure FDA0002227575960000061
When the target braking force is larger than the total electric braking force of the motor train, if the electric braking force of the motor train is smaller than the adhesion constraint of the motor train and the air braking force required to be supplemented by the trailer is also smaller than the adhesion constraint of the motor train, the motor train applies the whole braking force, and the rest part is supplemented by the air braking force of the trailer;
s34, when Ft＞2Fed0When 2Fed0＜Fμm1+Fμm2And Ft-2Fed0＜Fμt1+Fμt2
Figure FDA0002227575960000062
When the target braking force is larger than the total electric braking force of the motor train, if the electric braking force of the motor train is smaller than the adhesion constraint of the motor train and the air braking force required to be supplemented by the trailer is also smaller than the adhesion constraint of the motor train, the motor train applies the air braking force to the adhesion constraint of the motor train, and the rest part of the air braking force is supplemented by the air braking force of the trailer;
s35. in emergency
Figure FDA0002227575960000063
In an emergency situation, the motor car and the trailer exert braking force until the adhesion force thereof is restrained;
in the formula, FtIs a target braking force, FμtIs a target braking force of the brake unit, Fμt1、Fμm1、Fμm2、Fμt2Respectively the adhesive force constraints of T1, M1, M2 and T2 of each train, Fed0Mean value of electric braking force of M1 and M2 vehicles, FetTotal braking force to be applied for T1 and T2, FemThe total electric braking force that should be applied for the M1 and M2 vehicles.
8. The optimal control method for the braking force distribution of the high-speed train as claimed in claim 1, wherein the specific process of S5 is as follows:
s51, expressing the braking force redistribution control method in the step S4 as the braking force F of the ith train at the kth momentik；
S52, FikSubstituting into the calculation of the sticking gravity in step S1, the magnitude of the sticking force of each axle of the train at the k +1 th time can be obtained by defining the sticking coefficient
Figure FDA0002227575960000071
And S53, obtaining the adhesion force constraint of the train through comparison, participating in the redistribution of the braking force at the next moment, and realizing the optimization of the braking force redistribution control method.
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