Rail vehicle, rail vehicle holding brake control method and control system

Abstract

The present invention discloses a rail vehicle, a rail vehicle holding brake control method and a control system. The control method comprises the following steps: obtaining vehicle operating parameters including at least traction force, driving speed, braking instruction and vehicle mode; when it is determined that the vehicle is in a state without traction demand, calculating the holding brake force according to the relationship between the driving speed and a pre-stored first speed range and a pre-stored second speed range; wherein, when the driving speed is within the pre-stored first speed range, the holding brake force is F2=M g sin(j); when the driving speed is within the pre-stored second speed range, the holding brake force is F HB‑SIG =k1*F2; From the above description, it can be seen that when the present invention performs holding braking on the vehicle, it is divided into at least two stages, and the holding braking force is gradually loaded from small to large, thereby reducing the abrupt changes in the holding braking force and slowing down the changes in the vehicle's acceleration and deceleration rates, thereby greatly improving comfort.

Description

Technical Field

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

[0002] Holding brake is a function to prevent the vehicle from sliding backward when it stops or starts.

[0003] Typically, the holding brake force must account for the most severe downhill forces under the most severe operating conditions—for example, an empty train rescuing a heavily loaded train on a steep slope. This results in very high holding brake forces. Excessive holding brake force can cause significant impacts on the train during both application and release, impacting passenger comfort. Furthermore, if the train control system fails and accurate traction is unavailable, releasing the holding brake too early could cause the train to roll, while releasing it too late could prevent the train from starting.

[0004] Therefore, how to overcome one of the above-mentioned defects and improve braking comfort as much as possible under the premise of maintaining braking reliability is a technical problem that technicians in this field always pay attention to. Summary of the Invention

[0005] One object of the present invention is to provide a rail vehicle holding brake control method and control system that improves braking comfort and reliability. Another object of the present invention is to provide a rail vehicle having the above control system.

[0006] The present invention provides a rail vehicle holding brake control method, which includes the following steps:

[0007] Obtaining vehicle operating condition parameters including at least traction, driving speed, braking command, and vehicle mode;

[0008] When it is determined that the vehicle is in a state without traction demand, the maintaining braking force is calculated according to the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range; wherein, when the driving speed is within the pre-stored first speed range, the maintaining braking force is F2=Mgsin(j); when the driving speed is within the pre-stored second speed range, the maintaining braking force is F HB-SIG =k1*F2; each value in the pre-stored first speed range is greater than each value in the pre-stored second speed range; M is the actual weight of the vehicle, j is the maximum slope angle of the vehicle's current route, g is the acceleration of gravity, and k1 is an integer greater than 1.

[0009] From the above description, it can be seen that when the present invention maintains braking on the vehicle, it is divided into at least two stages, and the braking force is gradually loaded from small to large, thereby reducing the abrupt changes in the braking force and slowing down the changes in the acceleration and deceleration rates of the vehicle, thereby greatly improving comfort.

[0010] Optionally, when the vehicle is in a state without traction demand, the calculation of the maintaining braking force further determines whether the vehicle is in a single vehicle mode or a rescue mode. When the vehicle is in the rescue mode, in addition to calculating the maintaining braking force based on the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range, the relationship between the driving speed and the pre-stored third speed range is further determined. When the driving speed is within the pre-stored third speed range, the maintaining braking force is F. HB-TOW =k2*(F2+F3), where F3=M3 g sin(j), M3 is the weight of the vehicle at its maximum passenger capacity, and k2 is an integer greater than or equal to 1;

[0011] Wherein, each value in the pre-stored third speed range is smaller than each value in the pre-stored second speed range.

[0012] Optionally, while applying the holding braking force, the braking force corresponding to the braking instruction under the current working condition is also determined, and the larger of the braking force and the holding braking force is applied to the vehicle.

[0013] Optionally, after the vehicle applies the holding braking force, vehicle operating parameters including at least traction, driving speed, braking instructions and vehicle mode are also obtained in real time; when it is detected that the vehicle is in the emergency mode of a single-vehicle operating condition, there is a traction demand and the brakes need to be released, the holding brake is relieved in the following way: after the holding braking force is maintained for a first predetermined time, the holding braking force is relieved to F2 until the vehicle speed is greater than zero, and then all the holding braking forces are relieved.

[0014] Optionally, when the vehicle is in normal mode of a single-vehicle operation, there is a demand for traction and the brakes need to be released, the holding brake is relieved in the following manner: when the total traction of the vehicle is greater than or equal to F1, the holding brake force is relieved to F2, until the vehicle speed is greater than zero, at which time the entire holding brake force is relieved; where F1 = M0 g sin(j), and M0 is the vehicle's empty weight.

[0015] Optionally, when the vehicle is in the emergency mode of the rescue condition, the holding brake is not automatically released; when the vehicle is in the normal mode of the rescue condition, there is a traction demand and the brakes need to be released, the holding brake is relieved in the following way: when the total traction force is greater than or equal to F3, part of the holding brake force is relieved so that the holding brake force is reduced to F2.

[0016] Optionally, when the vehicle is in normal mode of rescue operation, there is a demand for traction and the brakes need to be released, the holding brake is relieved in the following manner: when the total traction force is greater than or equal to F3+F2, all holding brake forces are relieved.

[0017] Optionally, when it is detected that the driving speed is greater than or equal to 5 km / h for a predetermined time, all holding braking forces are relieved;

[0018] Alternatively or alternatively, when the braking command is at a high level, the brake needs to be released.

[0019] Optionally, the emergency mode is determined according to the following conditions: the "vehicle emergency mode" signal is high level or / and the "vehicle emergency mode" signal is low level but communication with TCMS is interrupted.

[0020] Optionally, the pre-stored first speed range is 0.8-1.5 km / h, and the pre-stored second speed range is 0-0.8 km / h.

[0021] Furthermore, the present invention also provides a rail vehicle holding brake control system, comprising any of the rail vehicle holding brake control methods described above.

[0022] In addition, the present invention also provides a rail vehicle, comprising the above rail vehicle holding brake control system.

[0023] The rail vehicle and rail vehicle holding brake control system provided by the present invention have the above-mentioned rail vehicle holding brake control method, so both also have the above-mentioned technical effects of the rail vehicle holding brake control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a flow chart of applying a holding braking force in a rail vehicle holding braking control method according to an embodiment of the present invention;

[0025] Figure 2 This is a flow chart of relieving the holding braking force in a rail vehicle holding braking control method in another embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] Please refer to Figure 1 , Figure 1 The present invention is a flowchart of applying brakes in a rail vehicle holding brake control method according to an embodiment of the present invention.

[0028] The present invention provides a rail vehicle holding brake control method, which includes the following steps:

[0029] S1. Obtaining vehicle operating parameters including at least traction, driving speed, braking command, and vehicle mode;

[0030] The traction force parameter can be used to determine the vehicle's current traction and whether there is a need for traction. Braking commands typically include all braking commands, including normal braking, rapid braking, and emergency braking. Vehicle modes can generally include single vehicle mode and rescue mode.

[0031] S2. When it is determined that the vehicle is in a state without traction demand, the maintenance braking force is calculated based on the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range; wherein, when the driving speed is within the pre-stored first speed range, the maintenance braking force is F2 = M g sin (j); when the driving speed is within the pre-stored second speed range, the maintenance braking force is F HB-SIG =k1*F2; the values in the pre-stored first speed range are greater than the values in the pre-stored second speed range; M is the actual weight of the vehicle, j is the maximum slope angle of the vehicle's current route, and k1 is an integer greater than 1.

[0032] The pre-stored first speed range and the pre-stored second speed range can be determined according to the specific use environment. For example, the pre-stored first speed range is 0.8-1.5 km / h, and the pre-stored second speed range is 0-0.8 km / h. In a specific embodiment, when the driving speed is less than or equal to 1 km / h, the braking force can be maintained at F2=M g sin(j); when the driving speed drops to 0.51 km / h, the braking force is maintained at F HB-SIG =k1*F2.

[0033] From the above description, it can be seen that when the present invention maintains braking on the vehicle, it is divided into at least two stages, and the braking force is gradually loaded from small to large, thereby reducing the abrupt changes in the braking force and slowing down the changes in the acceleration and deceleration rates of the vehicle, thereby greatly improving comfort.

[0034] In a specific embodiment, the rail vehicle holding brake control method further includes: when the vehicle is in a state without traction demand, before calculating the holding brake force, further determining whether the vehicle is in a single vehicle state or a rescue state; when the vehicle is in the rescue state, further determining the relationship between the driving speed and a pre-stored third speed range; when the driving speed is within the pre-stored third speed range, maintaining the brake force at F HB-TOW =k2*(F2+F3), where F3=M3 g sin(j), M3 is the weight of the vehicle at the maximum passenger capacity, and k2 is an integer greater than or equal to 1. The speed value in the pre-stored third speed range is less than the speed value in the pre-stored second speed range.

[0035] For example, when the vehicle speed decreases to 0.2 km / h, the braking force is increased to F HB-TOW =k2*(F2+F3).

[0036] In the above embodiment, when the vehicle is in the rescue working mode, the levels of the brake force are divided into three levels. Compared with the single vehicle working mode, the brake force is held stronger, which is beneficial to improving the reliability of the brake.

[0037] In the above embodiments, the rail vehicle holding brake control method further includes: while applying the holding braking force, also determining the braking force corresponding to the current working condition braking instruction, and applying the larger of the braking force and the holding braking force to the vehicle.

[0038] This greatly improves the reliability of the vehicle's braking.

[0039] In the above embodiments, the rail vehicle holding brake control method also includes: after the vehicle applies the holding braking force, further performing the following judgment based on the detected vehicle operating condition parameters: when it is detected that the vehicle is in the emergency mode of a single-vehicle operating condition, there is a traction demand and the brakes need to be released, the holding brake is relieved according to the following method: after the holding braking force is maintained for a first predetermined time, the holding braking force is relieved to F2 until the vehicle speed is greater than zero, and then all the holding braking forces are relieved.

[0040] It should be noted that the need to release the brakes mentioned herein refers to the absence of a braking command.

[0041] The first predetermined time may be determined according to specific circumstances, for example, the first predetermined time may be 1 second or 2 seconds.

[0042] In the above embodiments, when relieving the vehicle maintaining the braking force, it is divided into at least two steps, gradually reducing the maintaining braking force. In this way, when the train control system fails, the above method of relieving the maintaining braking force can avoid the occurrence of Liu Che and failure to start.

[0043] In another specific embodiment, when the vehicle is in a normal mode of a single-vehicle operating condition and has both a traction demand and a braking demand, the holding brake is relieved as follows: when the total traction force of the vehicle is greater than or equal to F1, the holding brake force is relieved to F2 until the vehicle speed is greater than zero, at which time the entire holding brake force is relieved; where F1 = M0 g sin(j), and M0 is the vehicle's unladen weight.

[0044] From the above description, it can be seen that when the vehicle needs to release the holding braking force, the following steps can be followed:

[0045] S10, determining whether the vehicle is in a single-vehicle operating mode or a rescue operating mode, if in a single-vehicle operating mode, executing S11, if in a rescue operating mode, executing S12;

[0046] S11, after the braking force is maintained for a first predetermined time, the braking force is reduced to F2 until the vehicle speed is greater than zero, at which time the braking force is fully reduced;

[0047] S12. When the total traction force of the vehicle is greater than or equal to F1, the holding braking force is reduced to F2 until the vehicle speed is greater than zero, at which time the entire holding braking force is reduced; wherein F1 = M0 gsin(j), and M0 is the vehicle's empty weight.

[0048] The rail vehicle holding brake control method of the present invention further includes: when the vehicle is in the emergency mode of the rescue condition, the holding brake is not automatically released; when the vehicle is in the normal mode of the rescue condition and there is a traction demand and a braking demand, the holding brake is released according to the following method: when the total traction force is greater than or equal to F3, part of the holding brake force is released so that the holding brake force is reduced to F2.

[0049] In the above embodiment, the vehicle rescue working condition is divided into an emergency mode and a normal mode, and different braking forces are relieved and maintained for the two different modes, which greatly improves the safety of vehicle operation.

[0050] Furthermore, when the vehicle is in the normal mode of the rescue condition and there is a traction demand and a braking demand, the holding brake is relieved in the following manner: when the total traction force is greater than or equal to F3+F2, all holding brake forces are relieved.

[0051] In addition, in the above embodiments, when it is detected that the driving speed is greater than or equal to 5 km / h for a predetermined time, the full holding braking force is released.

[0052] In the above embodiments, the emergency mode can be determined based on the following conditions: the "vehicle emergency mode" signal is high or / and the "vehicle emergency mode" signal is low, but the communication with TCMS (full name: Train control and management system, Chinese: Train control and monitoring system) is interrupted.

[0053] Based on the above disclosure, this article provides a specific control method for maintaining the application of braking force, as follows:

[0054] S20, obtaining vehicle operating condition parameters including at least traction, driving speed, braking command, and vehicle mode;

[0055] S21, determining whether the vehicle has a traction demand and the vehicle mode. If the vehicle has a traction demand and is in a single vehicle mode, proceed to step S22; if the vehicle has a traction demand and is in an emergency mode, proceed to step S23;

[0056] S22. Calculate the holding braking force based on the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range; wherein, when the driving speed is within the pre-stored first speed range, the holding braking force is F2=Mg sin(j); when the driving speed is within the pre-stored second speed range, the holding braking force is F HB-SIG = k1 * F2; while applying the holding braking force, also determine the braking force corresponding to the current working condition braking command, and apply the larger of the braking force and the holding braking force to the vehicle;

[0057] S23. Calculate the holding braking force based on the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range; wherein, when the driving speed is within the pre-stored first speed range, the holding braking force is F2 = M g sin(j); when the driving speed is within the pre-stored second speed range, the holding braking force is F HB-SIG = k1 * F2; when the driving speed is within the pre-stored third speed range, the braking force is maintained at F HB-TOW =k2*(F2+F3); while applying the holding braking force, the braking force corresponding to the current working condition braking command is also determined, and the larger of the braking force and the holding braking force is applied to the vehicle.

[0058] In addition, a specific method for relieving the vehicle's braking force is given below:

[0059] S30, acquiring vehicle operating condition parameters including at least traction, driving speed, braking command, and vehicle mode in real time;

[0060] S31, when it is detected that the vehicle is in the emergency mode of the single-vehicle operating condition, there is a traction demand and the brakes need to be released, the braking force is maintained for a first predetermined time, and then the braking force is reduced to F2 until the vehicle speed is greater than zero, and then all the braking forces are reduced to execute step S32;

[0061] When the vehicle is in normal mode of a single vehicle, there is a need for traction, there is a need to release the brakes, and the total traction of the vehicle is greater than or equal to F1, the holding braking force is reduced to F2 until the vehicle speed is greater than zero, at which time the full holding braking force is released;

[0062] Where F1=M0 g sin(j), M0 is the vehicle’s empty weight;

[0063] When the vehicle is in emergency mode for rescue conditions, the holding brake is not automatically released;

[0064] When the vehicle is in normal mode of rescue conditions, there is a demand for traction and the brakes need to be released, and the total traction force is greater than or equal to F3, part of the holding braking force is relieved to reduce the holding braking force to F2; when the total traction force is greater than or equal to F3+F2, the entire holding braking force is relieved.

[0065] In each of the above determinations, when it is detected that the driving speed is greater than or equal to 5 km / h for a predetermined period of time, the full holding braking force is released.

[0066] Furthermore, the present invention also provides a rail vehicle holding brake control system, comprising any of the rail vehicle holding brake control methods described above.

[0067] In addition, the present invention also provides a rail vehicle, comprising the above rail vehicle holding brake control system.

[0068] The rail vehicle and rail vehicle holding brake control system provided by the present invention have the above-mentioned rail vehicle holding brake control method, so both also have the above-mentioned technical effects of the rail vehicle holding brake control method.

[0069] This article will not elaborate on other structures of the rail vehicle, please refer to the existing technology.

[0070] The above describes in detail a rail vehicle holding brake control method provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the method and core concept of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A rail vehicle holding brake control method, characterized in that: The control method comprises the following steps: Obtaining vehicle operating condition parameters including at least traction, driving speed, braking command, and vehicle mode; When it is determined that the vehicle is in a state without traction demand, the maintaining braking force is calculated based on the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range; wherein, when the driving speed is within the pre-stored first speed range, the maintaining braking force is F2=Mg sin(j); when the driving speed is within the pre-stored second speed range, the maintaining braking force is F HB-SIG =k1*F2; each value in the pre-stored first speed range is greater than each value in the pre-stored second speed range; M is the actual weight of the vehicle, j is the maximum slope angle of the vehicle's current route, g is the acceleration of gravity, and k1 is an integer greater than 1; when the vehicle is in a state of no traction demand, when calculating the maintaining braking force, it is further determined whether the vehicle is in a single vehicle mode or a rescue mode. When the vehicle is in the rescue mode, in addition to calculating the maintaining braking force based on the relationship between the driving speed and the pre-stored first speed range and the pre-stored second speed range, it is further determined that the relationship between the driving speed and the pre-stored third speed range is F. When the driving speed is in the pre-stored third speed range, the maintaining braking force is F. HB-TOW =k2*(F2+F3), where F3=M3 g sin(j), M3 is the weight of the vehicle at its maximum passenger capacity, and k2 is an integer greater than or equal to 1; Wherein, each value in the pre-stored third speed range is smaller than each value in the pre-stored second speed range.

2. The rail vehicle holding brake control method according to claim 1, wherein: While applying the holding braking force, the braking force corresponding to the braking instruction in the current working condition is also determined, and the larger of the braking force and the holding braking force is applied to the vehicle.

3. The rail vehicle holding brake control method according to claim 1, wherein: After the vehicle applies the holding braking force, vehicle operating parameters including at least traction, driving speed, braking instructions and vehicle mode are also obtained in real time; when it is detected that the vehicle is in the emergency mode of a single-vehicle operating condition, there is a traction demand and the brakes need to be released, the holding brake is relieved according to the following method: after the holding braking force is maintained for a first predetermined time, the holding braking force is relieved to F2 until the vehicle speed is greater than zero, at which time all the holding braking forces are relieved.

4. The rail vehicle holding brake control method according to claim 3, wherein: When the vehicle is in normal single-vehicle operation mode and there is a need to release the brakes, the holding brake is relieved as follows: when the total vehicle traction is greater than or equal to F1, the holding brake force is relieved to F2 until the vehicle speed is greater than zero, at which point the full holding brake force is relieved; where F1 = M0 g sin(j), and M0 is the vehicle's unladen weight.

5. The rail vehicle holding brake control method according to claim 1, wherein: When the vehicle is in the emergency mode of the rescue condition, the holding brake is not automatically released; when the vehicle is in the normal mode of the rescue condition, there is a need for traction and the brakes need to be released, the holding brake is relieved in the following way: when the total traction force is greater than or equal to F3, part of the holding brake force is relieved to reduce the holding brake force to F2.

6. The rail vehicle holding brake control method according to claim 5, characterized in that: When the vehicle is in the normal mode of the rescue condition, there is a need for traction and the brakes need to be released, the holding brake is relieved in the following way: when the total traction force is greater than or equal to F3+F2, all holding brake forces are relieved.

7. The rail vehicle holding brake control method according to claim 3 or 5, characterized in that: When the vehicle speed is detected to be greater than or equal to 5 km / h for a predetermined period of time, all braking forces are released; Alternatively or alternatively, when the braking command is at a high level, the brake needs to be released.

8. The rail vehicle holding brake control method according to claim 3 or 5, characterized in that: The emergency mode is determined according to the following conditions: the "vehicle emergency mode" signal is high or / and, the "vehicle emergency mode" signal is low but the communication with the TCMS is interrupted.

9. The rail vehicle holding brake control method according to claim 1 or 2, characterized in that: The pre-stored first speed range is 0.8-1.5 km / h, and the pre-stored second speed range is 0-0.8 km / h.

10. A rail vehicle holding brake control system, characterized in that: The invention comprises the rail vehicle holding brake control method according to any one of claims 1 to 9.

11. A rail vehicle, characterized in that: The rail vehicle holding brake control system includes the rail vehicle holding brake control system according to claim 10.

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