Rail vehicle, rail vehicle braking control method and system

Abstract

The present application discloses a rail vehicle, a rail vehicle braking control method, and a rail vehicle braking control system, relating to the technical field of rail vehicles. The rail vehicle braking control method comprises: obtaining a braking instruction, calculating the theoretical deceleration of the corresponding car at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, comparing the theoretical deceleration with the target deceleration, and maintaining the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value; reducing the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value; and increasing the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value. The above rail vehicle braking control method solves the problem of longitudinal impact force generated between cars during eddy current braking of rail vehicles.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicles, and in particular to a rail vehicle, a rail vehicle braking control method, and a rail vehicle braking control system. Background Art

[0002] Currently, during the eddy current braking phase of a rail vehicle's safety braking process, the eddy current brake controllers on each car apply the corresponding braking current based on hard-wired instructions, resulting in no difference in the braking force applied by each car. However, due to the lack of unified braking force management and distribution control, and the varying weights (loads) of each car, actual braking can easily lead to discrepancies in braking performance between cars, resulting in longitudinal impact forces between cars.

[0003] Therefore, how to avoid the longitudinal impact force between cars during eddy current braking of rail vehicles is a technical problem that those skilled in the art currently need to solve. Summary of the Invention

[0004] The purpose of the present application is to provide a rail vehicle, a rail vehicle braking control method and a rail vehicle braking control system, which solve the problem of longitudinal impact force generated between carriages during eddy current braking of a rail vehicle.

[0005] To achieve the above objectives, the present application provides a rail vehicle braking control method, comprising:

[0006] Get braking instructions;

[0007] Calculate the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment;

[0008] The theoretical deceleration is compared with the target deceleration. When the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, the braking current is maintained. When the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is reduced. When the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is increased.

[0009] In some embodiments, the step of calculating the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment includes:

[0010] Calculating eddy current braking force, friction braking force, aerodynamic running resistance, magnetization running resistance, and linear generator running resistance according to the vehicle speed, the magnetic gap, and the braking current;

[0011] Calculating a slope resistance according to the slope information;

[0012] The total braking force is calculated based on the eddy current braking force, the friction braking force, the aerodynamic running resistance, the magnetization running resistance, the linear generator running resistance and the slope resistance;

[0013] The theoretical deceleration is calculated according to the vehicle weight and the total braking force.

[0014] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, the step further includes:

[0015] The air pressure of each air spring of the rail vehicle is collected by a pressure sensor, and the air pressure is fed back to the eddy current brake controller of the corresponding car, so that the eddy current brake controller can calculate the vehicle weight.

[0016] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, the step further includes:

[0017] The vehicle speed is obtained by collecting the vehicle speed through an absolute position sensor and a relative position sensor;

[0018] Detecting the magnetic gap between the brake electromagnet wear plate and the guide rail by a laser displacement sensor;

[0019] The eddy current braking force, the friction braking force, the aerodynamic running resistance, the magnetization running resistance, and the linear generator running resistance are calculated by the eddy current braking controller.

[0020] In some embodiments, after the step of obtaining the braking instruction, the method further includes:

[0021] Increase the braking current of the corresponding car according to the preset current increase rate.

[0022] In some embodiments, obtaining the braking instruction is specifically:

[0023] Obtain the braking level or target deceleration instruction issued by the operation control system to the corresponding car.

[0024] The present application further provides a rail vehicle braking control system, which adopts any of the rail vehicle braking control methods described above, wherein the rail vehicle braking control system includes an eddy current braking control module provided in a corresponding carriage, and the eddy current braking control module includes:

[0025] An instruction acquisition module, used for acquiring a braking instruction;

[0026] The deceleration calculation module is used to calculate the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment;

[0027] A braking current control module is used to compare the theoretical deceleration with the target deceleration, and to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, to reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and to increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

[0028] In some embodiments, the rail vehicle braking control system also includes two eddy current braking electromagnets arranged in corresponding carriages, and the eddy current braking control module includes two sets of eddy current braking controllers, which respectively provide braking current for the magnetic poles configured on the two eddy current braking electromagnets.

[0029] In some embodiments, at least two of the eddy current braking controllers include the instruction acquisition module, the deceleration calculation module, and the braking current control module.

[0030] The present application also provides a rail vehicle, comprising any of the rail vehicle braking control systems described above.

[0031] Relative to the above-mentioned background technology, the rail vehicle braking control method provided in the embodiment of the present application includes: obtaining a braking instruction, calculating the theoretical deceleration of the corresponding car at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, and comparing the theoretical deceleration with the target deceleration. When the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, the braking current is maintained; when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is reduced; when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is increased.

[0032] At the same time, the rail vehicle braking control system provided in the embodiment of the present application adopts the above-mentioned rail vehicle braking control method, and the rail vehicle braking control system includes an eddy current braking control module provided in the corresponding car, and the eddy current braking control module includes an instruction acquisition module, a deceleration operation module and a braking current control module. Among them, the instruction acquisition module is used to obtain a braking instruction, the deceleration operation module is communicated with the instruction acquisition module, the deceleration operation module is used to calculate the theoretical deceleration of the corresponding car at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, the braking current control module is communicated with the deceleration operation module, the braking current control module is used to compare the theoretical deceleration with the target deceleration, and is used to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

[0033] It can be understood that, first of all, in order to achieve parking at the destination, the system will obtain braking instructions from the driver or operation control system. The system will monitor the weight, speed, magnetic gap, braking current, ramp information and other parameters of each car in real time. According to the monitored parameters, the system will calculate the theoretical deceleration of the corresponding car at the current moment. This calculation takes into account the dynamic characteristics and braking requirements of different cars. At the same time, the system will set a target deceleration, which is the desired deceleration, to achieve smooth and effective braking, thereby achieving parking at the destination. Afterwards, the system will compare the theoretical deceleration with the target deceleration, and adjust the braking current based on the comparison results, so that the braking force can be controlled more accurately.

[0034] The beneficial effects of the rail vehicle braking control method and system thus set up mainly include: the present application can more flexibly and accurately adjust the braking force of the corresponding single vehicle by adjusting the braking current of the corresponding car in real time according to the load and braking requirements of the single car, and adaptively allocate the braking force of the remaining cars, thereby achieving consistent deceleration of each car and reducing the longitudinal force between the cars. At the same time, it realizes the unified distribution and management of the eddy current braking force of the rail vehicle, improves the braking performance and safety of the rail vehicle, and ensures the safe operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0036] Figure 1 This is a flow chart of a rail vehicle braking control method in an embodiment of the present application;

[0037] Figure 2 This is a communication connection diagram of a rail vehicle braking control system in an embodiment of the present application;

[0038] Figure 3 for Figure 2 Control connection block diagram of eddy current brake controller;

[0039] Figure 4 This is a schematic diagram of the structure of the eddy current braking electromagnet in the rail vehicle braking control system in an embodiment of the present application.

[0040] in:

[0041] 10- eddy current brake control module, 11- eddy current brake controller, 111- instruction acquisition module, 112- deceleration calculation module, 113- brake current control module;

[0042] 20- eddy current braking electromagnet, 21- magnetic pole;

[0043] 30-MVB bus;

[0044] 40-Command hardwire;

[0045] 50-CAN bus. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0047] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0048] It should be noted that the directional terms such as "upper end, lower end, left side, right side" described below are all defined based on the drawings in the specification.

[0049] Please refer to Figures 1 to 4 , Figure 1 This is a flow chart of a rail vehicle braking control method in an embodiment of the present application; Figure 2 This is a communication connection diagram of a rail vehicle braking control system in an embodiment of the present application; Figure 3 for Figure 2Control connection block diagram of eddy current brake controller; Figure 4 This is a schematic diagram of the structure of the eddy current braking electromagnet in the rail vehicle braking control system in an embodiment of the present application.

[0050] The rail vehicle braking control method provided in the embodiments of the present application is applicable to maglev trains and specifically includes:

[0051] S1: Get braking command;

[0052] S2: Calculate the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment;

[0053] S3: Compare the theoretical deceleration with the target deceleration. When the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, maintain the braking current. When the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, reduce the braking current. When the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, increase the braking current.

[0054] It should be noted that the target deceleration is the deceleration value that the system calculates in order to achieve parking at the destination. The set value can be set according to the actual working conditions of the vehicle, and this application does not impose any specific restrictions on this.

[0055] In S3, if the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set tolerance value, it means that the current braking performance is close enough to the target, so the current braking current is maintained; if the theoretical deceleration is greater than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set tolerance value, it means that the braking force is too large and the braking current needs to be reduced to reduce the braking intensity; if the theoretical deceleration is less than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set tolerance value, it means that the braking force is insufficient and the braking current needs to be increased to increase the braking intensity.

[0056] It can be understood that, first of all, in order to achieve parking at the destination, the system will obtain braking instructions from the driver or operation control system. The system will monitor the weight, speed, magnetic gap, braking current, ramp information and other parameters of each car in real time. According to the monitored parameters, the system will calculate the theoretical deceleration of the corresponding car at the current moment. This calculation takes into account the dynamic characteristics and braking requirements of different cars. At the same time, the system will set a target deceleration, which is the desired deceleration, to achieve smooth and effective braking, thereby achieving parking at the destination. Afterwards, the system will compare the theoretical deceleration with the target deceleration, and adjust the braking current based on the comparison results, so that the braking force can be controlled more accurately.

[0057] By adopting the above-mentioned setting method, the present application can adjust the braking current of the corresponding car in real time according to the load and braking requirements of the single car, so as to more flexibly and accurately adjust the braking force of the corresponding single car, and adaptively adjust the braking force of the remaining cars, thereby achieving consistent deceleration of each car and reducing the longitudinal force between the cars. At the same time, it realizes the unified distribution and management of the eddy current braking force of the rail vehicle, improves the braking performance and safety of the rail vehicle, and ensures the safe operation of the train.

[0058] In some embodiments, the step of calculating the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment includes:

[0059] Eddy current braking force, friction braking force, aerodynamic driving resistance, magnetization driving resistance and linear generator driving resistance are calculated based on vehicle speed, magnetic gap and braking current;

[0060] The slope resistance is calculated based on the slope information;

[0061] The total braking force is calculated based on eddy current braking force, friction braking force, aerodynamic running resistance, magnetization running resistance, linear generator running resistance and ramp resistance;

[0062] The theoretical deceleration is calculated based on the vehicle weight and the total braking force.

[0063] For example, the eddy current braking forces of high-speed maglev trains primarily include electromagnetic eddy current braking force, electromagnetic friction braking force, aerodynamic drag, magnetization drag, linear generator drag, and ramp resistance. The vehicle's braking deceleration is calculated by dividing the total braking force by the vehicle's weight, which is derived from the pressure values ​​of the individual air springs.

[0064] Electromagnetic brake systems typically include two main types of braking forces: eddy current braking and friction braking.

[0065] It should be noted that the principle of eddy current braking in maglev vehicles is as follows: when the eddy current braking electromagnet 20 is operating, it generates a braking force in the longitudinal direction of the vehicle and an attractive force in the lateral direction. The eddy current braking characteristics are primarily dependent on the magnitude of the excitation current (also known as the braking current), the magnetic gap, and the vehicle speed. During high-speed operation, the guide plates on the track cut through the magnetic flux lines at high speed, generating eddy currents within them. This generates an electromagnetic force component in the direction of motion, known as the electromagnetic eddy current braking force, which acts as a brake. During deceleration, as the vehicle speed decreases, the electromagnetic attractive force component in the guide direction increases. This electromagnetic attraction gradually draws the braking electromagnet closer to the guide plates, eventually contacting them and generating an electromagnetic friction braking force, which acts as a brake.

[0066] In practical applications, eddy current braking and friction braking can be used in combination to provide more effective braking. For example, in high-speed trains, eddy current braking can provide stable braking force at high speeds, while friction braking provides additional braking force at lower speeds. By precisely controlling the current in the electromagnet, the magnitude of these two braking forces can be adjusted to suit different braking needs and conditions.

[0067] Electromagnet eddy current braking force (F X ) is a braking force generated by eddy currents induced by metal conductors in a changing magnetic field. X ) is mainly related to vehicle speed, excitation current (also known as braking current) and magnetic gap.

[0068] Electromagnet friction braking force (F Y ) is mainly related to vehicle speed, excitation current, magnetic gap, and friction coefficient. The friction coefficient is related to vehicle speed. The value is obtained through ground tests and built into the calculation program.

[0069] Aerodynamic driving resistance (F A ) is generated by the interaction between the vehicle and the air when it moves in the air, and the aerodynamic resistance (F A ) is mainly related to vehicle speed.

[0070] Magnetized driving resistance (F M ) is related to the force generated by the magnetic material of the vehicle being magnetized in a magnetic field. M ) is mainly related to vehicle speed.

[0071] Linear generator running resistance (F lig ) is related to the electromagnetic resistance generated by the linear generator during its movement. lig ) is mainly related to vehicle speed.

[0072] Slope resistance (F h) refers to the resistance generated by the combined action of gravity and friction when a rail vehicle travels on a slope. h ) is primarily related to the slope of the vehicle's location.

[0073] It should be noted that the eddy current braking force of the electromagnet (F X ), electromagnetic friction braking force (F Y ), aerodynamic driving resistance (F A ), magnetized driving resistance (F M ), linear generator running resistance (F lig ) and ramp resistance (F h ) can refer to the content of the existing technology and will not be expanded here one by one.

[0074] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment, the method further includes:

[0075] The air pressure of each air spring of the rail vehicle is collected by a pressure sensor, and the air pressure is fed back to the eddy current brake controller 11 of the corresponding car, so that the eddy current brake controller 11 can calculate the vehicle weight.

[0076] It should be noted that the pressure sensor is used to monitor the pressure changes of the air spring in real time, and this data is transmitted to the eddy current brake controller 11. Because the system needs to adjust the braking strategy according to the current load conditions of the car, real-time monitoring through the pressure sensor is crucial for the vehicle's braking system. The eddy current brake controller 11 uses the data collected from the pressure sensor to calculate the current weight of the car, thereby ensuring effective deceleration or stopping by configuring a braking force that matches the vehicle weight. After understanding the vehicle weight information, the eddy current brake controller 11 can adjust the excitation current (braking current) of the corresponding car to generate an appropriate braking force to achieve consistent deceleration in each car and reduce the longitudinal force between the cars.

[0077] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment, the method further includes:

[0078] The vehicle speed is obtained by collecting the absolute position sensor and the relative position sensor;

[0079] The magnetic gap between the brake electromagnet wear plate and the guide rail is detected by a laser displacement sensor;

[0080] The eddy current braking force, friction braking force, aerodynamic running resistance, magnetization running resistance, and linear generator running resistance are calculated by the eddy current brake controller 11 .

[0081] Absolute position sensors provide the vehicle's absolute position, typically measured from a fixed reference point (such as the vehicle's starting point or a specific track marker). Relative position sensors measure changes in the vehicle's position relative to the last measured position and are typically based on wheel rotation or vehicle movement. The continuous position information provided by absolute position sensors and the high-frequency speed data provided by relative position sensors improve vehicle speed measurement accuracy. In some cases, if data from one sensor is lost or inaccurate, the data from the other can be used to supplement it, enhancing overall system reliability.

[0082] The vehicle speed is collected by the absolute position sensor and the relative position sensor, and the vehicle speed is fed back to the eddy current brake controller 11 of the corresponding car in real time. The magnetic gap between the brake electromagnet wear plate and the guide rail is detected by the laser displacement sensor, and the magnetic gap is fed back to the eddy current brake controller 11 of the corresponding car in real time. The eddy current brake controller 11 calculates the eddy current braking force, friction braking force, aerodynamic driving resistance, magnetization driving resistance, and linear generator driving resistance.

[0083] In addition, the operation control system also feeds back the slope information of the line on which the rail vehicle is running to the eddy current brake controller 11 of the corresponding car in real time, so as to calculate the slope resistance of the corresponding car.

[0084] To prevent the braking force from increasing too quickly and affecting passenger comfort, the following steps are also performed after obtaining the braking command:

[0085] Increase the braking current of the corresponding car according to the preset current increase rate.

[0086] That is, after receiving the braking command, the eddy current brake controller 11 increases the braking current of the corresponding car according to the preset current increase rate. This setting method can ensure the smoothness of the braking process and avoid passengers feeling uncomfortable due to the sudden increase in braking force.

[0087] In actual operation, the eddy current brake controller 11 calculates the required braking force based on parameters such as train speed, load, and track conditions. By controlling the magnitude of the braking current, the braking force generated by the eddy current brake can be adjusted. This control method ensures that the appropriate braking force is provided under different operating conditions while maintaining passenger comfort.

[0088] In this way, the rail vehicle braking control method provided in the embodiment of the present application specifically includes: obtaining a braking instruction, and after obtaining the braking instruction, increasing the braking current of the corresponding car according to a preset current increase rate, and then calculating the theoretical deceleration of the corresponding car at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment; finally, comparing the theoretical deceleration with the target deceleration; when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, maintaining the braking current; when the theoretical deceleration is greater than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, reducing the braking current; when the theoretical deceleration is less than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, increasing the braking current.

[0089] In some embodiments, obtaining a braking instruction is specifically as follows:

[0090] Obtain the braking level or target deceleration instruction issued by the operation control system to the corresponding car.

[0091] Among them, different braking levels represent different current values, or different braking level instructions refer to different braking current instructions. Different braking levels can preset target deceleration curves.

[0092] In this way, by setting a specific current value for each braking level, the braking force can be controlled more accurately to adapt to different braking needs, such as slight deceleration, sudden braking or maintaining vehicle stability; at the same time, according to different operating conditions (such as vehicle speed, load, etc.) and braking requirements, the braking current can be precisely adjusted to achieve consistent deceleration in each car, reduce the longitudinal force between each car, and improve the safety and reliability of rail vehicle operation.

[0093] Of course, depending on the actual situation, braking commands can also be issued through the driver controller in driver driving mode.

[0094] At the same time, the rail vehicle braking control system provided in the embodiment of the present application adopts the above-mentioned rail vehicle braking control method. The rail vehicle braking control system includes an eddy current braking control module 10 arranged in the corresponding carriage, and the eddy current braking control module 10 includes an instruction acquisition module 111, a deceleration calculation module 112 and a braking current control module 113.

[0095] Among them, the instruction acquisition module 111 is used to obtain braking instructions, the deceleration calculation module 112 is communicated with the instruction acquisition module 111, the deceleration calculation module 112 is used to calculate the theoretical deceleration of the corresponding car at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, the braking current control module 113 is communicated with the deceleration calculation module 112, the braking current control module 113 is used to compare the theoretical deceleration with the target deceleration, and is used to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

[0096] Furthermore, the rail vehicle braking control system also includes two eddy current braking electromagnets 20 arranged in the corresponding carriages, and the eddy current braking control module 10 includes two sets of eddy current braking controllers 11, which respectively provide braking current for the magnetic poles 21 configured on the two eddy current braking electromagnets 20.

[0097] In some embodiments, each carriage is equipped with two eddy current brake electromagnets 20 (located on the left and right sides of the middle of the vehicle) and eight eddy current brake controllers 11. Each brake electromagnet is equipped with twelve magnetic poles 21, which are divided into four groups. Each eddy current brake controller 11 independently provides excitation current to three brake poles 21 on the eddy current brake magnet.

[0098] Of course, the number of electromagnets, the number of magnetic poles 21 and the number of eddy current brake controllers 11 can be adjusted according to actual needs. The purpose of adopting the above-mentioned distributed control is to reduce the impact of individual controller failures on braking force loss and improve the safety and reliability of eddy current braking.

[0099] In some embodiments, the two groups of eddy current brake controllers 11 include at least two main brake controllers, and each main brake controller includes a command acquisition module 111 , a deceleration calculation module 112 and a brake current control module 113 .

[0100] All eddy current brake controllers 11 in each car are networked via a dual-redundant CAN bus 50. The leading and trailing eddy current brake controllers 11 serve as redundant master brake controllers for that car, calculating and distributing the total braking force within that car. If an eddy current brake controller 11 fails, the output current of the remaining functioning eddy current brake controllers 11 in the car is increased to compensate for the braking loss of the faulty controller, thereby achieving the target deceleration for the car.

[0101] It should be noted that the operation control system communicates with the eddy current brake controllers 11 in each carriage via an MVB bus 30 (Multifunction Vehicle Bus, part of the train communication network) or Ethernet. Ethernet provides high-speed data transmission, which is crucial for real-time transmission of key data such as train operating status and braking commands. Train network control systems must meet the requirements of multi-site, distributed control. Ethernet communication enables information exchange between various train systems, realizing the intelligent, networked, and information-based nature of the train control system. Each carriage is equipped with N eddy current brake controllers 11, numbered 1-N. There are two main brake controllers, one for the first position and one for the last position, which selectively control the other eddy current brake controllers 11. Simultaneously, the driver's cab is also connected to each carriage's eddy current brake controller 11 via a command hardline 40. For example, control commands can be transmitted to each carriage's eddy current brake controller 11 via a handle or button. In addition, the eddy current brake controllers 11 of each carriage are connected to each other through a CAN bus 50 (English full name: Controller Area Network, Chinese full name: Controller Local Area Network bus, Controller Local Area Network bus is a serial communication protocol bus for real-time applications) to realize information transmission between each other.

[0102] When too many eddy current brake controllers 11 in this car fail and the remaining normal eddy current brake controllers 11 in this car cannot provide braking force compensation, in order to ensure the total braking demand of the train, the eddy current brake controllers 11 of other normal vehicles will share the burden.

[0103] Braking commands can be divided into network commands and hardwired commands. Hardwired commands can generate multiple braking levels via multiple hardwires, or a single braking level via a single hardwire. When the network is functioning properly, the eddy current brake controller 11 receives the braking command transmitted via the Ethernet network and controls the vehicle's braking deceleration based on other parameter information. In the event of a network failure, the eddy current brake controller 11 receives the hardwired command, controlling the vehicle's deceleration according to the preset maximum load. The operation control system adjusts the braking level via the hardwire or adjusts the train's deceleration by applying and removing eddy current brakes, thereby achieving a stop at the destination.

[0104] Any validity of the maximum braking level of eddy current braking (network instruction, hard-line instruction) will trigger the maximum level eddy current braking.

[0105] In summary, the rail vehicle braking control method and system of the present application can flexibly adjust the electromagnetic braking force of the corresponding single car according to the load and braking requirements of the single car, and adaptively adjust the electromagnetic braking force of the remaining cars, so as to achieve consistent deceleration of each car, reduce the longitudinal force between cars, and ensure the stability and reliability of vehicle operation.

[0106] The present application provides a rail vehicle, including the rail vehicle braking control system described in the above specific embodiments; other parts of the rail vehicle can refer to relevant technologies and will not be elaborated in this article.

[0107] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0108] The rail vehicle, rail vehicle braking control method, and rail vehicle braking control system provided by the present application are introduced in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the scheme of the present application and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the present application.

Claims

1. A rail vehicle braking control method, characterized in that: include: Get braking instructions; Calculate the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment; comparing the theoretical deceleration with the target deceleration; when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, maintaining the braking current; when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, reducing the braking current; and when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, increasing the braking current; The step of calculating the theoretical deceleration of the corresponding carriage at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment includes: Calculating eddy current braking force, friction braking force, aerodynamic running resistance, magnetization running resistance, and linear generator running resistance according to the vehicle speed, the magnetic gap, and the braking current; Calculating a slope resistance according to the slope information; The total braking force is calculated based on the eddy current braking force, the friction braking force, the aerodynamic running resistance, the magnetization running resistance, the linear generator running resistance and the slope resistance; Calculating the theoretical deceleration according to the vehicle weight and the sum of the braking forces; Before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the method further includes: The vehicle speed is obtained by collecting the vehicle speed through an absolute position sensor and a relative position sensor; Detecting the magnetic gap between the brake electromagnet wear plate and the guide rail by a laser displacement sensor; The eddy current braking force, the friction braking force, the aerodynamic running resistance, the magnetization running resistance, and the linear generator running resistance are calculated by an eddy current braking controller.

2. The rail vehicle braking control method according to claim 1, wherein: Before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment based on the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the method further includes: The air pressure of each air spring of the rail vehicle is collected by a pressure sensor, and the air pressure is fed back to the eddy current brake controller of the corresponding car, so that the eddy current brake controller can calculate the vehicle weight.

3. The rail vehicle braking control method according to any one of claims 1 to 2, characterized in that: After the step of obtaining the braking instruction, the method further includes: Increase the braking current of the corresponding car according to the preset current increase rate.

4. The rail vehicle braking control method according to any one of claims 1 to 2, characterized in that: The obtaining of the braking instruction is specifically as follows: Obtain the braking level or target deceleration instruction issued by the operation control system to the corresponding car.

5. A rail vehicle braking control system, characterized in that: The rail vehicle braking control method according to any one of claims 1 to 4 is adopted, wherein the rail vehicle braking control system includes an eddy current braking control module provided in a corresponding carriage, and the eddy current braking control module includes: An instruction acquisition module, used for acquiring a braking instruction; The deceleration calculation module is used to calculate the theoretical deceleration of the corresponding car at the current moment based on the car weight, speed, magnetic gap, braking current, and slope information of the corresponding car at the current moment; A braking current control module is used to compare the theoretical deceleration with the target deceleration, and to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, to reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and to increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

6. The rail vehicle braking control system according to claim 5, characterized in that: The rail vehicle braking control system also includes two eddy current braking electromagnets arranged in corresponding carriages, and the eddy current braking control module includes two sets of eddy current braking controllers, which respectively provide braking current to the magnetic poles configured on the two eddy current braking electromagnets.

7. The rail vehicle braking control system according to claim 6, wherein: At least two of the eddy current braking controllers include the instruction acquisition module, the deceleration calculation module and the braking current control module.

8. A rail vehicle, characterized in that: The invention comprises a rail vehicle braking control system as described in any one of claims 5 to 7.

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