CN117022208A - Train braking force management method and device and train - Google Patents
Train braking force management method and device and train Download PDFInfo
- Publication number
- CN117022208A CN117022208A CN202311058836.2A CN202311058836A CN117022208A CN 117022208 A CN117022208 A CN 117022208A CN 202311058836 A CN202311058836 A CN 202311058836A CN 117022208 A CN117022208 A CN 117022208A
- Authority
- CN
- China
- Prior art keywords
- braking force
- value
- train
- braking
- carriage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000007726 management method Methods 0.000 title claims abstract description 48
- 230000001502 supplementing effect Effects 0.000 claims description 8
- 238000004590 computer program Methods 0.000 claims description 6
- 230000000630 rising effect Effects 0.000 claims description 6
- 238000012795 verification Methods 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 abstract description 7
- 230000000875 corresponding effect Effects 0.000 description 46
- 238000000034 method Methods 0.000 description 15
- 238000004364 calculation method Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 2
- 239000000047 product Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Regulating Braking Force (AREA)
Abstract
The application discloses a train braking force management method and device and a train, and relates to the field of train control, wherein a total braking force demand value of the train, electric braking capacity values of carriages of each section and an average braking force distribution value are determined; for the first carriage with the electric braking capability value not larger than the braking force average distribution value, the traction system of the first carriage exerts electric braking force according to the electric braking capability value of the first carriage; for the second carriage with the electric braking capability value larger than the braking force average distribution value, the traction system exerts the electric braking force according to the current braking force average distribution value, and the electric braking capability value of each carriage is fully considered, so that the electric braking force of each carriage is fully utilized. And the train control and management system directly manages and distributes braking force, reduces corresponding time of braking instruction transmission, and improves braking execution efficiency.
Description
Technical Field
The application relates to the field of train control, in particular to a train braking force management method and device and a train.
Background
Currently, braking force management of urban rail trains is mainly responsible for TCMS (Traffic Control and Monitoring System, train control and management system), braking systems and traction systems. In the related art, after the TCMS obtains the brake level percentage, the brake level percentage is sent to a brake system, the brake system calculates the total braking force requirement value of the train and determines a braking force distribution strategy, then the brake system sends the braking force distribution strategy to the TCMS, and the TCMS sends the braking force distribution value finally distributed to each carriage to the traction system of each carriage so that the traction system of each carriage provides electric braking force according to the braking force distribution value. The related art after determining the total train braking force demand value, the traction system that distributes the total train braking force demand value equally to each car is generally performed. It can be seen that the process of transmitting the braking-related command in the related art is long, the braking efficiency is low, and the electric braking force of each car cannot be fully utilized.
Disclosure of Invention
The application aims to provide a train braking force management method and device and a train, which fully consider the electric braking capability value of each carriage, so that the electric braking force of each carriage is fully utilized, and a train control and management system directly manages and distributes braking force, so that the corresponding time of braking instruction transmission is reduced, and the braking execution efficiency is improved.
In order to solve the technical problems, the application provides a train braking force management method, which is applied to a processor in a train control and management system, and comprises the following steps:
determining a total braking force required value of a train and electric braking force values of all carriages included in the train, wherein the electric braking force values are maximum electric braking force values which can be provided by traction systems corresponding to the carriages;
dividing the total braking force demand value of the train by the total number of cars of the train as an average distribution value of braking force;
for a first carriage with the electric braking capability value not larger than the braking force average distribution value, sending the electric braking capability value of the first carriage as the braking force distribution value to a traction system corresponding to the first carriage, so that the traction system exerts electric braking force according to the braking force distribution value;
and for the second carriage with the electric braking capability value larger than the braking force average distribution value, sending the current braking force average distribution value as the braking force distribution value to a traction system corresponding to the second carriage, wherein the current braking force average distribution value is a quotient of a total braking force unassigned demand value divided by the total number of the second carriage, and the total braking force unassigned demand value is a difference obtained by subtracting the braking force distribution value of each first carriage from the total braking force demand value of the train.
Preferably, after the electric braking capability value of the first car itself is transmitted as the braking force distribution value to the traction system corresponding to the first car, and after the current braking force average distribution value is transmitted as the braking force distribution value to the traction system corresponding to the second car, further comprising:
acquiring an actual electric braking force exertion value fed back by the traction system;
when the actual electric braking force exertion value is smaller than the braking force distribution value of the carriage corresponding to the traction system, determining an electric braking force value to be supplemented, which is obtained by subtracting the actual electric braking force exertion value from the braking force distribution value;
and distributing the electric braking force value to be supplemented to a target supplementing braking force compartment according to a preset distribution principle, wherein the target supplementing braking force compartment is a compartment with the electric braking capability value larger than the braking force distribution value.
Preferably, before acquiring the actual electric braking force exertion value fed back by the traction system, the method further comprises:
judging whether the sum of the electric brake capability values of the carriages is smaller than the total brake force requirement value of the train in a preset electric brake force rising period after the electric brake capability value of the first carriage is sent to the traction system corresponding to the first carriage as a brake force distribution value and the current average brake force distribution value is sent to the traction system corresponding to the second carriage as a brake force distribution value;
if yes, compensating air braking force through the braking systems of the carriages;
if not, the step of obtaining the actual electric braking force exertion value fed back by the traction system is carried out.
Preferably, after the electric braking capability value of the first car itself is transmitted as the braking force distribution value to the traction system corresponding to the first car, and after the current braking force average distribution value is transmitted as the braking force distribution value to the traction system corresponding to the second car, further comprising:
acquiring actual electric braking force exertion values fed back by traction systems of all carriages, and determining total actual electric braking force exertion values of the trains;
when the total actual electric braking force exertion value is smaller than the train total braking force demand value, taking the difference obtained by subtracting the total actual electric braking force exertion value from the train total braking force demand value as a total air braking force value to be supplemented, and dividing the total air braking force value to be supplemented by the total number of carriages as an air braking compensation value of each carriage;
and respectively sending the air brake compensation values to corresponding brake systems of the carriages so that the brake systems exert air brake force according to the air brake compensation values.
Preferably, determining the total braking force demand value of the train includes:
acquiring a brake level percentage, a brake command and the weight of the train, wherein the brake command comprises a conventional brake command and an emergency brake command;
determining a braking coefficient based on the braking instruction, wherein the braking coefficient corresponding to the conventional braking instruction is smaller than the braking coefficient corresponding to the emergency braking instruction;
and taking the product of the brake level percentage, the brake coefficient and the weight of the train as the total braking force required value of the train.
Preferably, after obtaining the brake level percentage, the brake command and the weight of the train, the method further comprises:
transmitting the brake level percentage, the brake command and the weight of the train to a brake system of each of the cars;
acquiring a train total braking force demand check value which is fed back by a braking system of each carriage and is determined based on the braking machine position percentage, the braking instruction and the weight of the train;
and verifying whether the train total braking force demand value is correct or not according to the train total braking force demand value and the train total braking force demand verification value.
Preferably, before dividing the train braking force demand value by the total number of cars included in the train as the braking force average distribution value, further comprising:
judging whether each section of carriage included in the train is in a normal running state or not;
and taking the total number of carriages in the normal running state in the train as the total number of carriages, and entering a step of dividing the train braking force demand value by the total number of carriages included in the train as a braking force average distribution value.
Preferably, after the electric braking capability value of the first car itself is transmitted as the braking force distribution value to the traction system corresponding to the first car, and after the current braking force average distribution value is transmitted as the braking force distribution value to the traction system corresponding to the second car, further comprising:
if the train is detected to have an idle running state and the electric braking force provided by the traction system corresponding to the carriage is cancelled, determining an electric braking force cancelling value;
and sending the electric braking force withdrawal value to a braking system of the carriage so that the braking system compensates an air braking force according to the electric braking force withdrawal value.
The application also provides a train braking force management device for solving the technical problems, which comprises:
a memory for storing a computer program;
and the processor is used for realizing the steps of any train braking force management method when executing the computer program.
The application further provides a train for solving the technical problems, and the train comprises any train braking force management method.
In summary, the application discloses a train braking force management method, a device and a train, wherein the method comprises the steps of firstly determining a total braking force required value of the train, electric braking capacity values of carriages of each section and an average braking force distribution value; for the first carriage with the electric braking capability value not larger than the braking force average distribution value, the traction system of the first carriage exerts electric braking force according to the electric braking capability value of the first carriage; for the second carriage with the electric braking capability value larger than the braking force average distribution value, the traction system exerts the electric braking force according to the current braking force average distribution value, and the electric braking capability value of each carriage is fully considered, so that the electric braking force of each carriage is fully utilized. And the train control and management system directly manages and distributes braking force, reduces corresponding time of braking instruction transmission, and improves braking execution efficiency.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required in the prior art and the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a train braking force management method provided by the application;
fig. 2 is a schematic structural diagram of a train braking force management device provided by the application.
Detailed Description
The core of the application is to provide a train braking force management method, a device and a train, which fully consider the electric braking capability value of each carriage, so that the electric braking force of each carriage is fully utilized, and the train control and management system directly manages and distributes braking force, so that the corresponding time of braking instruction transmission is reduced, and the braking execution efficiency is improved.
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
Referring to fig. 1, fig. 1 is a flowchart of a train braking force management method provided by the present application, where the train braking force management method is applied to a processor in a train control and management system, and the train braking force management method includes:
s1: determining a total braking force required value of a train and electric braking capability values of all carriages included in the train, wherein the electric braking capability values are maximum electric braking force values which can be provided by a traction system corresponding to the carriages;
s2: dividing the total braking force demand value of the train by the total number of carriages of the train to obtain an average braking force distribution value;
s3: for the first carriage with the electric braking capability value not larger than the braking force average distribution value, the electric braking capability value of the first carriage is used as the braking force distribution value to be sent to a traction system corresponding to the first carriage, so that the traction system can exert electric braking force according to the braking force distribution value;
s4: and for the second carriage with the electric braking capability value larger than the braking force average distribution value, sending the current braking force average distribution value as the braking force distribution value to a traction system corresponding to the second carriage, wherein the current braking force average distribution value is the quotient of the total braking force unassigned demand value divided by the total number of the second carriage, and the total braking force unassigned demand value is the difference obtained by subtracting the braking force distribution value of each first carriage from the total braking force demand value of the train.
In the related art, the braking force management of the urban rail train is mainly responsible for a braking system, and the signal transmission in the braking process is responsible for a TCMS system, so that the problems of longer process and low braking efficiency of the transmission of braking related instructions exist. And the related art directly controls the traction system of each carriage to exert braking force according to the principle of average distribution, so that the braking force of each carriage cannot be utilized fully in a targeted manner.
The application provides a train braking force management method for solving the technical problems, wherein a TCMS system is responsible for calculation of a total braking force required value of a train and electric braking force distribution of each carriage, reduces transmission time of braking related instructions, improves braking efficiency, and combines electric braking capability values of each carriage to distribute braking force so as to exert the electric braking force of each carriage to the longest extent.
Specifically, it is first necessary to determine the total braking force demand value of the train and the electric braking capability value of each car in the train. The total braking force demand of the train, that is, the total braking force required by the current train, includes the electric braking force demand and the air braking force demand required by the train. When braking force distribution is carried out on each carriage, the electric braking capacity value of each carriage, namely the maximum electric braking force value which can be exerted by a traction system of each carriage, is fully considered, and different distribution strategies are adopted for the carriages with different electric braking capacity values.
The application divides the total braking force demand value of the train by the total number of the carriages of the train to obtain a braking force average distribution value, then compares the electric braking capacity value of each carriage with the braking force average distribution value, and selects different braking force distribution strategies according to different comparison results. Specifically, for the first carriage with the electric braking capability value not larger than the braking force average distribution value, the application takes the electric braking capability value of the first carriage as the braking force distribution value, and the traction system of the first carriage controls the first carriage to exert the electric braking capability value of the first carriage. The problem that the first carriage can not exert the braking force according to the target in practice so that the total braking force demand value of the train can not be met is avoided.
After the braking force is distributed to the first carriages in the train, the current total braking force unassigned demand value of the train, namely the difference value obtained by subtracting the braking force distribution value of each first carriage from the total braking force demand value of the train is redetermined. For the second car whose electric braking capability value is larger than the average distribution value of braking force, in order to satisfy the total braking force demand value of the train as much as possible, it is necessary for the second car to perform train braking force distribution again in accordance with the current total braking force non-distribution demand value of the train. Specifically, the quotient of the total braking force unassigned demand value divided by the total number of the second carriages is taken as a new current braking force average distribution value, and then the current braking force average distribution value is sent to the traction system of the second carriage, so that the traction system of the second carriage evenly distributes the electric braking force according to the current braking force.
For example, a train comprises 4 carriages, the electric braking capability values corresponding to the carriages are respectively 20KN, 30KN and 30KN, and the total braking force requirement value of the train is 100KN, and the braking force distribution values distributed to the carriages according to the train braking force management method in the application are as follows: 20KN, 26.7KN and 26.7KN, and the total braking force requirement value of the train is met to the greatest extent.
In addition, the first car and the second car in the present application do not refer to specific two cars, but refer to two kinds of cars having electric brake capability values not greater than the average distribution value of brake force and electric brake capability values greater than the average distribution value of brake force, respectively, and the specific number of the first car and the second car, the electric brake capability values, and the like depend on the actual condition of the train.
In summary, the train braking force management method provided by the application is realized through the TCMS system, namely the train control and management system, reduces the corresponding time of transmission of braking instructions, and improves the braking execution efficiency. And the TCMS system distributes braking force for each carriage by integrating the electric braking capability value of each carriage, so that the electric braking force of each carriage is exerted to the greatest extent.
Based on the above embodiments:
as a preferred embodiment, after the electric braking capability value of the first car itself is transmitted as the braking force distribution value to the traction system corresponding to the first car, and after the current braking force average distribution value is transmitted as the braking force distribution value to the traction system corresponding to the second car, further comprising:
acquiring an actual electric braking force exertion value fed back by a traction system;
when the actual electric braking force exertion value is smaller than the braking force distribution value of the carriage corresponding to the traction system, determining an electric braking force value to be supplemented, which is obtained by subtracting the actual electric braking force exertion value from the braking force distribution value;
and distributing the electric braking force value to be supplemented to a target supplementing braking force compartment according to a preset distribution principle, wherein the target supplementing braking force compartment is a compartment with the electric braking capability value larger than the braking force distribution value.
In this embodiment, in order to meet the total braking force demand value of the train to the maximum extent, the braking force is also secondarily distributed. Specifically, after determining respective braking force distribution values for the two types of cars, the first car and the second car, and transmitting the braking force distribution values to the respective traction systems, the traction systems provide electric braking forces in accordance with the braking force distribution values. In consideration of possible faults of a traction system of a carriage in actual application or inaccurate electric braking capability values reported by the carriage, the application also acquires actual electric braking force exertion values fed back by the traction system of each carriage in real time or periodically. When the actual electric braking force exerted by the traction system of the carriage is smaller than the braking force distribution value corresponding to the carriage, determining an electric braking force value to be supplemented, wherein the electric braking force value to be supplemented is the difference value obtained by subtracting the actual electric braking force exerted value from the braking force distribution value.
In order to ensure that the total braking force demand value of the train can be satisfied, the electric braking force value to be supplemented is allocated to the target supplementary braking force car, which refers to a car whose electric braking capability value is greater than the braking force allocation value, in consideration of the possible presence of cars in the train that still have a margin for braking force exertion. The preset allocation principle in the present embodiment may be to equally allocate the electric braking force value to be supplemented to each target supplementary braking force compartment, or to allocate the electric braking force value to be supplemented to each target supplementary braking force compartment in proportion to the magnitude of the braking force margin of each target supplementary braking force compartment, etc., which is not particularly limited in the present application.
In summary, in this embodiment, by distributing the electric braking force value to be supplemented to the target supplementary braking force compartment according to the preset distribution principle, secondary distribution of braking force is achieved, and the total braking force requirement value of the train is met to the greatest extent.
As a preferred embodiment, before acquiring the actual electric braking force exertion value fed back by the traction system, the method further comprises:
judging whether the sum of the electric braking capability values of all the carriages is smaller than the total braking force required value of the train in a preset electric braking force rising period after the electric braking capability value of the first carriage is used as a braking force distribution value to be sent to a traction system corresponding to the first carriage and the current average braking force distribution value is used as a braking force distribution value to be sent to a traction system corresponding to the second carriage;
if yes, compensating air braking force through a braking system of each carriage;
if not, the step of acquiring the actual electric braking force exertion value fed back by the traction system is carried out.
Considering that a certain rise time is required when the traction system of each carriage exerts the electric braking force, if it is judged immediately after the braking force distribution value is transmitted to the traction system whether the braking force is required to be distributed further secondarily, the situation that the misdistribution or the missupplement of the air braking force may occur.
For this reason, in the present embodiment, after the braking force distribution value corresponding to each car is transmitted to the traction system corresponding to each car, a preset electric braking force rising period is first waited, and the duration of the preset electric braking force rising period may be determined according to the performance of the train traction system. After waiting for a preset electric braking force rising period, judging whether the sum of electric braking capability values of all carriages is smaller than a total braking force required value of a train, if the sum of the electric braking capability values of all carriages is still smaller than the total braking force required value of the train, proving that the electric braking force of the carriages is abnormal, and only relying on the electric braking force provided by a traction system of the train to not meet the total braking force required value of the train, and providing air braking force by a braking system of all carriages; if the sum of the electric braking capability values of the carriages is not smaller than the total braking force required value of the train, the air braking force is not required to be supplemented for the train, and only the actual electric braking force fed back by the traction system of each carriage is required to be continuously monitored, so that compensation measures such as secondary distribution are carried out when the traction system of the carriage fails and the total braking force required value of the train cannot be met.
As a preferred embodiment, after the electric braking capability value of the first car itself is transmitted as the braking force distribution value to the traction system corresponding to the first car, and after the current braking force average distribution value is transmitted as the braking force distribution value to the traction system corresponding to the second car, further comprising:
acquiring actual electric braking force exertion values fed back by traction systems of all carriages, and determining the total actual electric braking force exertion value of the train;
when the total actual electric braking force exertion value is smaller than the total braking force demand value of the train, taking the difference obtained by subtracting the total actual electric braking force exertion value from the total braking force demand value of the train as a total air braking force value to be supplemented, and taking the quotient of dividing the total air braking force value to be supplemented by the total number of carriages as an air braking compensation value of each carriage;
the air brake compensation values are respectively sent to the corresponding brake systems of the carriages so that the brake systems exert air brake forces according to the air brake compensation values.
In this embodiment, on the premise that the electric braking force of each car is normal, the equal-wear distribution is performed by each car if the total braking force demand value of the train is still not satisfied. Specifically, after the braking force distribution values corresponding to the respective cars are transmitted to the respective traction systems, actual electric braking force exertion values fed back by the traction systems of the respective cars in the train are acquired, and the actual electric braking force exertion values of the respective cars are added to obtain a total actual electric braking force exertion value of the train. If the total actual electric brake force exertion value of the train is smaller than the total brake force demand value of the train, each car is required to supplement the air brake force. Specifically, the difference obtained by subtracting the total actual electric braking force exertion value from the total braking force demand value of the train is taken as the total air braking force value to be supplemented, and the quotient of the total air braking force value to be supplemented divided by the total number of carriages is taken as the air braking compensation value of each carriage, namely, the air braking force supplemented by each carriage is controlled according to the principle of average distribution. And finally, the air brake compensation value is sent to a brake system of each carriage, and the brake system exerts the air brake force to ensure that the total brake force requirement value of the train is met to the maximum extent.
As a preferred embodiment, determining a total train braking force demand value for a train includes:
acquiring a brake level percentage, a brake command and the weight of a train, wherein the brake command comprises a conventional brake command and an emergency brake command;
determining a braking coefficient based on the braking instruction, wherein the braking coefficient corresponding to the conventional braking instruction is smaller than the braking coefficient corresponding to the emergency braking instruction;
the product of the brake level percentage, the brake coefficient and the weight of the train is used as the total braking force demand value of the train.
In this embodiment, an implementation manner of determining a total braking force requirement value of a train is provided, and a braking level percentage (between 0% and 100%) is obtained first, a braking command and a weight of the train are obtained, wherein the braking command is generally sent by a control room of the train, the braking command comprises a conventional braking command and an emergency braking command, braking coefficients corresponding to the conventional braking command and the emergency braking command are different, and the braking coefficient corresponding to the conventional braking command is generally smaller than the braking coefficient corresponding to the emergency braking command. For example, the normal braking command corresponds to a braking coefficient of 1.06, and the emergency braking command corresponds to a braking coefficient of 1.26.
In this embodiment, the total braking force demand f=k×m×a for the train, where k is a braking coefficient, m is the weight of the train, a is a braking level percentage, and the braking level percentage is positively correlated with the braking force demand. The total braking force required value of the train can be calculated through the parameters, and a foundation is provided for subsequent braking force distribution.
As a preferred embodiment, after the brake level percentage, the brake command, and the weight of the train are obtained, further comprising:
transmitting the brake position percentage, the brake command and the weight of the train to a brake system of each carriage;
acquiring a train total braking force demand check value which is fed back by a braking system of each carriage and is determined based on a braking machine position percentage, a braking instruction and the weight of a train;
and verifying whether the train total braking force demand value is correct or not according to the train total braking force demand value and the train total braking force demand verification value.
In this embodiment, in order to ensure accuracy of train braking force distribution, a comparison verification is also performed on a calculation result of calculating a total braking force demand value of the train. Specifically, after the processor in the TCMS system acquires the brake level percentage, the brake command and the weight of the train, the processor in the TCMS system also transmits the parameters to the brake systems of the carriages, and the brake systems also calculate the total braking force demand check value of the train based on the parameters, and the calculation method can be the same as that of the TCMS system. And then a processor in the TCMS system acquires the total braking force demand check value of the train, and verifies whether the total braking force demand of the train is correct according to the total braking force demand of the train and the total braking force demand check value of the train, for example, whether the total braking force demand of the train is the same or whether the difference of the total braking force demand of the train and the total braking force demand of the train is within a certain range is judged, if so, the total braking force demand of the train is correct, and subsequent calculation is carried out.
As a preferred embodiment, before dividing the train braking force demand value by the total number of cars included in the train as the braking force average distribution value, further comprising:
judging whether each carriage included in the train is in a normal running state or not;
and taking the total number of the carriages in the normal running state in the train as the total number of carriages, and entering a step of dividing the train braking force demand value by the total number of carriages included in the train as the braking force average distribution value.
In the embodiment, whether each carriage included in the train is in a normal running state is firstly judged, braking force distribution is carried out only for the carriage in the normal running state, namely, the total number of the carriages in the normal running state in the train is taken as the total number of the carriages, and calculation is carried out on the basis of the total number of the carriages, wherein the quotient of a train braking force demand value divided by the total number of the carriages included in the train is taken as an average braking force distribution value, so that the situation that enough electric braking force cannot be exerted is avoided.
There are various implementations for determining whether each car included in the train is in a normal operation state, for example, by determining a traction life signal of the car, an electric brake availability signal, and a level of an electric brake valid bit, which is not particularly limited in the present application.
As a preferred embodiment, after the electric braking capability value of the first car itself is transmitted as the braking force distribution value to the traction system corresponding to the first car, and after the current braking force average distribution value is transmitted as the braking force distribution value to the traction system corresponding to the second car, further comprising:
if the idle running state of the train is detected and the electric braking force provided by the traction system corresponding to the carriage is cancelled, determining an electric braking force cancelling value;
the electric brake force cancellation value is sent to the brake system of the vehicle cabin so that the brake system compensates the air brake force in accordance with the electric brake force cancellation value.
When the train runs idle, the electric braking force of the train is cut off, and the air braking force needs to be supplemented. Meanwhile, in order to avoid the risk of increasing the sliding of the train by supplementing the electric braking force based on the air braking force due to the fact that the total braking force required value of the train is not met is detected, in the embodiment, if the idle sliding state of the train is detected and the electric braking force provided by the traction system corresponding to the carriage is canceled, the electric braking force canceling value is firstly determined, then the braking system of the carriage compensates the air braking force corresponding to the canceled electric braking force, namely, the idle sliding state is finished by supplementing the air braking force preferentially (or by reducing the adhesion limit of the train) under the working condition of the idle sliding of the train, and the safe running of the train is ensured.
Referring to fig. 2, fig. 2 is a schematic structural diagram of a train braking force management device according to the present application, where the train braking force management device includes:
a memory 1 for storing a computer program;
and a processor 2 for implementing the steps of any of the train braking force management methods described above when executing the computer program.
For a detailed description of the train braking force management device provided by the present application, refer to the embodiment of the train braking force management method, and the detailed description of the present application is omitted herein.
The application also provides a train, which comprises any train braking force management method.
For a detailed description of the train provided by the present application, reference is made to the embodiment of the train braking force management method, and the detailed description of the present application is omitted herein.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
It should also be noted that in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities or operations. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A train braking force management method, characterized by being applied to a processor in a train control and management system, comprising:
determining a total braking force required value of a train and electric braking force values of all carriages included in the train, wherein the electric braking force values are maximum electric braking force values which can be provided by traction systems corresponding to the carriages;
dividing the total braking force demand value of the train by the total number of cars of the train as an average distribution value of braking force;
for a first carriage with the electric braking capability value not larger than the braking force average distribution value, sending the electric braking capability value of the first carriage as the braking force distribution value to a traction system corresponding to the first carriage, so that the traction system exerts electric braking force according to the braking force distribution value;
and for the second carriage with the electric braking capability value larger than the braking force average distribution value, sending the current braking force average distribution value as the braking force distribution value to a traction system corresponding to the second carriage, wherein the current braking force average distribution value is a quotient of a total braking force unassigned demand value divided by the total number of the second carriage, and the total braking force unassigned demand value is a difference obtained by subtracting the braking force distribution value of each first carriage from the total braking force demand value of the train.
2. The train braking force management method according to claim 1, characterized by further comprising, after transmitting the electric braking capability value of the first car itself as the braking force distribution value to the traction system corresponding to the first car, and after transmitting the current braking force average distribution value as the braking force distribution value to the traction system corresponding to the second car:
acquiring an actual electric braking force exertion value fed back by the traction system;
when the actual electric braking force exertion value is smaller than the braking force distribution value of the carriage corresponding to the traction system, determining an electric braking force value to be supplemented, which is obtained by subtracting the actual electric braking force exertion value from the braking force distribution value;
and distributing the electric braking force value to be supplemented to a target supplementing braking force compartment according to a preset distribution principle, wherein the target supplementing braking force compartment is a compartment with the electric braking capability value larger than the braking force distribution value.
3. The train braking force management method according to claim 2, characterized by further comprising, before acquiring the actual electric braking force exertion value fed back by the traction system:
judging whether the sum of the electric brake capability values of the carriages is smaller than the total brake force requirement value of the train in a preset electric brake force rising period after the electric brake capability value of the first carriage is sent to the traction system corresponding to the first carriage as a brake force distribution value and the current average brake force distribution value is sent to the traction system corresponding to the second carriage as a brake force distribution value;
if yes, compensating air braking force through the braking systems of the carriages;
if not, the step of obtaining the actual electric braking force exertion value fed back by the traction system is carried out.
4. The train braking force management method according to claim 1, characterized by further comprising, after transmitting the electric braking capability value of the first car itself as the braking force distribution value to the traction system corresponding to the first car, and after transmitting the current braking force average distribution value as the braking force distribution value to the traction system corresponding to the second car:
acquiring actual electric braking force exertion values fed back by traction systems of all carriages, and determining total actual electric braking force exertion values of the trains;
when the total actual electric braking force exertion value is smaller than the train total braking force demand value, taking the difference obtained by subtracting the total actual electric braking force exertion value from the train total braking force demand value as a total air braking force value to be supplemented, and dividing the total air braking force value to be supplemented by the total number of carriages as an air braking compensation value of each carriage;
and respectively sending the air brake compensation values to corresponding brake systems of the carriages so that the brake systems exert air brake force according to the air brake compensation values.
5. The train braking force management method according to claim 1, wherein determining a train total braking force demand value of the train includes:
acquiring a brake level percentage, a brake command and the weight of the train, wherein the brake command comprises a conventional brake command and an emergency brake command;
determining a braking coefficient based on the braking instruction, wherein the braking coefficient corresponding to the conventional braking instruction is smaller than the braking coefficient corresponding to the emergency braking instruction;
and taking the product of the brake level percentage, the brake coefficient and the weight of the train as the total braking force required value of the train.
6. The train braking force management method according to claim 5, further comprising, after acquiring the brake level percentage, the brake command, and the weight of the train:
transmitting the brake level percentage, the brake command and the weight of the train to a brake system of each of the cars;
acquiring a train total braking force demand check value which is fed back by a braking system of each carriage and is determined based on the braking machine position percentage, the braking instruction and the weight of the train;
and verifying whether the train total braking force demand value is correct or not according to the train total braking force demand value and the train total braking force demand verification value.
7. The train braking force management method according to claim 1, characterized by further comprising, before dividing the quotient of the train braking force demand value divided by the total number of cars included in the train as a braking force average distribution value:
judging whether each section of carriage included in the train is in a normal running state or not;
and taking the total number of carriages in the normal running state in the train as the total number of carriages, and entering a step of dividing the train braking force demand value by the total number of carriages included in the train as a braking force average distribution value.
8. The train braking force management method according to any one of claims 1 to 7, characterized by further comprising, after transmitting the electric braking capability value of the first car itself as the braking force distribution value to the traction system corresponding to the first car, and after transmitting the current braking force average distribution value as the braking force distribution value to the traction system corresponding to the second car:
if the train is detected to have an idle running state and the electric braking force provided by the traction system corresponding to the carriage is cancelled, determining an electric braking force cancelling value;
and sending the electric braking force withdrawal value to a braking system of the carriage so that the braking system compensates an air braking force according to the electric braking force withdrawal value.
9. A train braking force management apparatus, comprising:
a memory for storing a computer program;
a processor for implementing the steps of the train brake force management method according to any one of claims 1 to 8 when executing the computer program.
10. A train comprising the train braking force management method according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311058836.2A CN117022208A (en) | 2023-08-22 | 2023-08-22 | Train braking force management method and device and train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311058836.2A CN117022208A (en) | 2023-08-22 | 2023-08-22 | Train braking force management method and device and train |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117022208A true CN117022208A (en) | 2023-11-10 |
Family
ID=88622497
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311058836.2A Pending CN117022208A (en) | 2023-08-22 | 2023-08-22 | Train braking force management method and device and train |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117022208A (en) |
-
2023
- 2023-08-22 CN CN202311058836.2A patent/CN117022208A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111301375B (en) | Braking force management system and method for railway vehicle | |
| CN106364333B (en) | The empty composite braking control method of brake control and its electricity of rail traffic vehicles | |
| CN109774689B (en) | Braking force control method and device | |
| JP5174999B1 (en) | Train information management apparatus and device control method | |
| CN110435621B (en) | Electric-air hybrid braking control method for train | |
| JP5994359B2 (en) | Brake control system for railway vehicles | |
| CN109774690B (en) | Train brake control method and device | |
| CN110091847B (en) | Brake force optimal distribution method for high-speed train | |
| CN109159774B (en) | Distribution management method and device for hydraulic braking force of whole vehicle | |
| KR102622589B1 (en) | Electronic braking control system for railway vehicles | |
| CN113044016B (en) | Brake control method and system based on fusion control | |
| JP5484089B2 (en) | Train control device having train monitor / data transmission system | |
| CN115009251A (en) | Rail vehicle brake non-release diagnosis method, system, equipment and storage medium | |
| CN109131287B (en) | Method, system and equipment for realizing impact limitation of brake system | |
| EP2623361A1 (en) | Brake control apparatus for vehicle, and brake control apparatus for multi-car train | |
| CN117022208A (en) | Train braking force management method and device and train | |
| CN112208499B (en) | Low-floor vehicle brake force distribution system, brake force distribution method and low-floor vehicle | |
| CN113978437B (en) | Train braking force distribution method and system | |
| CN115158398B (en) | Architecture implementation method based on traction braking fusion control system | |
| CN114261378B (en) | Urban rail train, braking force management method and system thereof and EBCU (electronic brake Unit) | |
| CN113370949B (en) | Rail vehicle brake cylinder pressure calculation method and system and brake control system | |
| CN114735003A (en) | Rail vehicle, rail vehicle holding brake control method and control system | |
| CN113696875B (en) | Train braking method and device, storage medium and electronic equipment | |
| CN111086533B (en) | Traction brake control method, system and equipment of rescue vehicle | |
| CN114670897B (en) | Traction braking fusion system and method based on two-stage control architecture |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |