Online calibration method and system for customized power supply of electromechanical brakes for rail vehicles

Abstract

This invention provides an online calibration method and system for the customized braking force of an electromechanical braking system for rail vehicles. The braking control unit receives a first customized braking force value and a second customized braking force value, respectively, and obtains the relationship between the transmitted signal and the braking force. Based on the relationship between the transmitted signal and the braking force, the calibrated braking force is calculated. Applying this online calibration method, when communication functionality fails or other signals are used to transmit the customized braking force value, it can eliminate transmission errors in the customized braking force value caused by changes in ambient temperature, circuit errors, etc., such as those in analog signals and PWM signals, thereby improving the braking force application accuracy of the electromechanical braking system.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and specifically to a method and system for online calibration of the customized power supply for electromechanical braking of rail vehicles. Background Technology

[0002] The commonly used friction braking methods for rail vehicles are air braking and hydraulic braking. By controlling the pressure of compressed air or hydraulic oil, the calipers are pushed to apply different pressures to the brake disc in order to achieve different braking forces.

[0003] In recent years, a new type of friction braking method has emerged – electromechanical braking. Electromechanical braking uses an electric motor as a power source, and through changes in mechanical mechanisms (such as lead screws), it drives the calipers to apply different pressures to the brake disc. (Diagram of an electromechanical braking system follows.) Figure 1 As shown.

[0004] The braking control unit of the rail vehicle sends braking force commands (including a specific target braking force value) to the (electromechanical braking) motor controller. The motor controller controls the motor to rotate, which in turn controls the calipers to apply pressure to the brake disc through the mechanical mechanism (basic braking device). Generally, a pressure sensor is installed in the mechanical mechanism to detect the actual pressure. Closed-loop control is performed by comparing the measured pressure value with the target braking force value, ultimately making the actual pressure value approach the target braking force value.

[0005] Electromechanical braking target braking force setting method:

[0006] Because braking systems have high safety and reliability requirements, the braking control unit typically employs a redundant design with multiple command formats when sending customized power commands to the motor controller. These include communication (such as CAN, Ethernet, etc.), analog signals (current signals, voltage signals, etc.), and PWM signals. Different priorities are set for different command formats (such as communication > analog signals > PWM signals). When a certain method fails, it can switch to a command format with a lower priority.

[0007] For communication methods that provide customized power values, since the values ​​are digital, the motor controller will receive accurate customized power values ​​as long as the communication is normal; however, other methods may have errors.

[0008] For analog signals of current type such as 4-20mA, current sensing resistors are generally used for sampling in the receiving circuit. The current sensing resistors themselves have resistance errors and temperature drift at different temperatures, which will cause signal sampling errors. The transmission line from the brake control unit to the motor controller will also have impedance changes due to factors such as temperature, electromagnetic interference, and vibration, which will also cause signal transmission errors.

[0009] Voltage-type analog signals and PWM signals can also be affected by line and circuit errors, as well as environmental factors such as electromagnetic fields and temperature, resulting in errors.

[0010] When errors occur in the transmission and conversion of the customized power value information, errors also occur when these signals are converted into digital information in the CPU of the motor controller. This leads to errors in the customized power value obtained by the motor controller, resulting in the actual applied force not being able to follow the real customized power, and consequently causing a decrease in the braking performance of the rail vehicle.

[0011] To achieve high-precision braking control, it is necessary to calibrate different types of braking force input signals. Summary of the Invention

[0012] The purpose of this invention is to solve one of the above-mentioned technical problems by providing a method and system for online calibration of customized power supply for electromechanical braking of rail vehicles.

[0013] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0014] A method for online calibration of customized power supply for electromechanical braking of rail vehicles, comprising the following steps:

[0015] Determine the relationship between the transmitted signal and the braking force: ;in, The braking force expression signal output for the transmission mode to be calibrated. For signal Corresponding braking force;

[0016] The brake control unit sends the first customized power value. The transmission method to be calibrated outputs the first expression signal corresponding to the customized power value. Calculate the expression signal Corresponding braking force ;

[0017] The brake control unit sends a second customized power value. The transmission mode to be calibrated outputs the second expression signal corresponding to the customized dynamic value. The motor controller receives the expression signal as Calculate the expression signal Corresponding braking force ;

[0018] Then express signal is used ~ Indicates the braking force command signal ~ The calibration function is determined as follows:

[0019] ;

[0020] in: Output braking force expression signal for the transmission mode to be calibrated. For signal Braking force characterized after calibration.

[0021] In some embodiments of the present invention, the following steps are further included:

[0022] The brake control unit outputs multiple power supplies to the customized power supply. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0023] Multiple braking force expression signals Choose any two from the options and perform multi-point calibration.

[0024] In some embodiments of the present invention, the following steps are further included:

[0025] The brake control unit outputs multiple power supplies to the customized power supply. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0026] According to the braking force expression signal The size is divided into multiple intervals;

[0027] Two braking force expression signals are randomly selected from each interval segment for segmental calibration.

[0028] In some embodiments of the present invention, the following steps are further included:

[0029] Determine the customized power value , ,Sure , Corresponding calibration braking force expression signal , ;

[0030] Determine that the motor controller receives the expression signal as , ;

[0031] Based on the relationship between the transmitted signal and the braking force, calculate the output braking force value corresponding to the calibration braking force expression signal. , ;

[0032] Set the difference threshold ;

[0033] Calculate the output braking force value corresponding to the braking force expression signal used for calibration. With customized power value The difference between them With customized power value The difference between them;

[0034] If the differences are all less than the difference threshold, the calibration is considered valid.

[0035] If all differences are greater than the difference threshold, the calibration is considered invalid.

[0036] In some embodiments of the present invention, the braking force is initially calibrated after the braking system is powered on.

[0037] In some embodiments of the present invention, after the braking system has been running for a period of time, the braking force is calibrated periodically. The conditions for performing the periodic calibration include: the communication function of the braking system is normal and the electromechanical braking system is in a released state.

[0038] In some embodiments of the present invention, the conditions for performing timed calibration further include that a set time interval has elapsed since the last calibration. .

[0039] Some embodiments of the present invention further provide an online calibration system for customized power supply to electromechanical brakes of rail vehicles, comprising:

[0040] Brake control unit: used to send customized power;

[0041] Signal output unit: acquires the power supplied by the brake control unit and outputs the braking force expression signal according to the predetermined signal output format;

[0042] Braking force calibration unit: acquires the braking force signals sent by the two braking control units, and the corresponding braking force expression signals output by the two signal output units, and performs braking force calibration. The calibration method includes:

[0043] ;

[0044] in: The brake control unit sends the first customized power value. The second customized power value is sent to the brake control unit. The first expression signal corresponding to the customized dynamic value is output for the transmission mode to be calibrated. The second expression signal corresponding to the customized dynamic value is output for the transmission mode to be calibrated. Output braking force expression signal for the transmission mode to be calibrated. For signal Braking force characterized after calibration.

[0045] In some embodiments of the present invention:

[0046] The brake control unit is further configured to output multiple power supplies to customized systems. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0047] The braking force calibration unit is further configured to select multiple braking force expression signals from the braking force expression signals and perform multi-point calibration.

[0048] In some embodiments of the present invention, the braking control unit is further configured to output multiple power supplies to a customized power source. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0049] The braking force calibration unit is further configured to: adjust the braking force expression signal. The size is divided into multiple intervals; two braking force expression signals are randomly selected from each interval for segment calibration.

[0050] The present invention provides a method and system for online calibration of customized power supply for electromechanical braking of rail vehicles, the advantages of which are as follows:

[0051] By applying this online calibration method, when communication function fails or other signals are used to transmit the customized power value, the transmission error of analog signals, PWM signals, etc. to the customized power value caused by changes in ambient temperature, circuit errors, electromagnetic interference, etc. can be eliminated, thereby improving the braking force application accuracy of the electromechanical braking system.

[0052] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 This is a schematic diagram of the electromechanical braking system.

[0055] Figure 2 This is a flowchart of the braking force calibration method. Detailed Implementation

[0056] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0057] It should be noted that, in the specific embodiments of the present invention, the terms "first" and "second" are used for descriptive purposes only and are not intended to imply relative importance.

[0058] The first embodiment of the present invention provides an online calibration method for customized power supply to the electromechanical brake of a rail vehicle, which is applicable to the calibration of braking force when the brake control unit transmits customized power values ​​to the motor controller in various forms.

[0059] As described in the background section, there are many ways for the brake control unit to transmit signals. These various transmission methods necessarily include communication methods, including one or more other methods. Communication methods can be CAN, Ethernet, SPI, etc., which do not substantially affect this patent; other methods can be, but are not limited to, current-type analog signals, voltage-type analog signals, PWM signals, etc. Among these transmission methods, communication methods have the highest priority, and the priority of other methods can be arbitrarily defined.

[0060] Communication transmits customized power values ​​digitally, within the range of digital values ​​specified in the communication protocol for the customized power values. To represent the full-scale range of the force value. ~ .in, , .

[0061] The relationship between the digital quantity transmitted in communication and the braking force value is a pre-defined conversion relationship, ensuring a one-to-one correspondence between the two. For example, it can be represented as: , Indicates by arrive The conversion relationship. (or, indicating conversion from...) arrive (The conversion relationships.)

[0062] A common / typical example is the direct linear relationship between digital quantities and the value of a given braking force in communication. For instance, when transmitting braking force values... At that time, the number of digits is Transmitted braking force value At that time, the number of digits is Transmitted braking force value ( < < When ), digital quantity It conforms to the direct proportional linear relationship:

[0063] (1)

[0064] For example, the digital value 0 to 65535 can be used ( ~ ) corresponds to 0~40kN ( ~ Given a force value.

[0065] Other transmission methods also pre-define the relationship between the transmitted signal and the customized power value, such as , This can involve converting signals such as current, voltage, and PWM duty cycle values ​​(ADC conversion, etc.) into digital values ​​in the motor controller's CPU; similarly, the conversion relationship... It can be guaranteed that there is a one-to-one correspondence between x and F. The range of values ~ The range of force values ​​represented is also... ~ .

[0066] Common analog signals such as current signals, voltage signals, and PWM signals typically exhibit a directly proportional linear relationship with force, similar to the relationship between digital communication signals and force described above. Referring to Formula 1, this can be expressed as... and The relationship is as follows:

[0067] (2)

[0068] Wherein: the transmission braking force value is At that time, the analog quantity is Transmit braking force value At that time, the analog quantity is When the measured analog quantity is expressed as At that time, the transmittable braking force is .

[0069] For example, a current signal can be generated using a current of 0–20mA (the digital value after ADC conversion is 0–4095). ~ ()) corresponds to 0~40kN ( ~ )force.

[0070] Due to the influence of various interference signals, there will be errors in the transmission of analog signals. Therefore, the following braking force calibration method is designed.

[0071] During calibration, the motor remains stationary and does not actually move. During calibration, the brake control unit sends calibration commands and all forms of custom power value signals to the motor controller. Calibration is divided into two types: initial calibration and timed calibration. The execution strategy for both calibration methods is the same, only the execution time differs. Initial calibration is performed each time the system is powered on, while timed calibration is performed after the system has been running for a period of time.

[0072] A method for online calibration of customized power supply for electromechanical braking of rail vehicles, specifically including the following steps.

[0073] Determine the relationship between the transmitted signal and the braking force: ;in, The braking force expression signal output for the transmission mode to be calibrated. For signal The corresponding braking force; the transmission method described here corresponds to the analog signal and PWM signal mentioned earlier.

[0074] The brake control unit sends the first customized power value. The first expression signal corresponding to the customized power value is output by the transmission method to be calibrated. Due to interference from various factors, the motor controller receives the following signal: , and the expression signal is There are errors between them, and the expression signal is calculated. Corresponding braking force ;

[0075] The brake control unit sends a second customized power value. The transmission mode to be calibrated outputs the second expression signal corresponding to the customized dynamic value. Due to interference from various factors, the motor controller receives the following signal: , and express signal There are errors between them, and the expression signal is calculated. Corresponding braking force ;

[0076] Then express signal is used ~ Indicates the braking force command signal ~ The calibration function is determined as follows:

[0077] (3)

[0078] in: Output braking force expression signal for the transmission mode to be calibrated. For signal Braking force characterized after calibration.

[0079] As a preferred embodiment, the braking force is obtained in the above method as follows.

[0080] While transmitting the signal using the transmission method to be calibrated, a communication transmission method is simultaneously used to transmit the customized power expression signal, and the magnitude of the customized power is determined based on the communication method for transmitting the customized power expression signal.

[0081] For example, a specific execution method is as follows.

[0082] First, the brake controller sends the minimum value of the customized power value. That is, the communication transmits At this time, according to Determine the minimum braking force Other transmission methods also send signals indicating the minimum force value, meaning the theoretical value received by the motor controller from other transmission methods should be... However, due to various factors, the actual value obtained by the motor controller is... .

[0083] Then, the brake controller sends the maximum value of the customized power. That is, the communication transmits At this time, according to Determine the maximum braking force Other transmission methods also send signals indicating the maximum force value. The theoretical value received by the motor controller from other transmission methods should be... The actual value obtained by the motor controller after being affected by various factors is .

[0084] Determine the calibration output based on the calibration function. .

[0085] In order to achieve more accurate calibration output, some embodiments of the present invention further include the following steps:

[0086] The brake control unit outputs multiple power supplies to the customized power supply. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0087] Multiple braking force expression signals Choose any two from the options and perform multi-point calibration.

[0088] In order to achieve more accurate calibration output, some embodiments of the present invention further include the following steps:

[0089] The brake control unit outputs multiple power supplies to the customized power supply. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0090] According to the braking force expression signal The size is divided into multiple intervals;

[0091] Two braking force expression signals are randomly selected from each interval segment for segmental calibration.

[0092] By employing the above multi-point calibration and segmented calibration methods, the reliability of the calibration output can be further improved.

[0093] Furthermore, in some embodiments of the present invention, the calibration method further includes the following steps:

[0094] Determine the customized power value , ,Sure , Corresponding calibration braking force expression signal , ;

[0095] Determine that the motor controller receives the expression signal as , ;

[0096] Based on the relationship between the transmitted signal and the braking force, calculate the output braking force value corresponding to the calibration braking force expression signal. , ;

[0097] Set the difference threshold ;

[0098] Calculate the output braking force value corresponding to the braking force expression signal used for calibration. With customized power value The difference between them With customized power value The difference between them;

[0099] If the differences are all less than the difference threshold, the calibration is considered valid.

[0100] If all differences are greater than the difference threshold, the calibration is considered invalid.

[0101] In some embodiments of the present invention, after the braking system has been running for a period of time, a timed calibration of the braking force is performed. The conditions for this timed calibration include: the braking system's communication function is normal, and the electromechanical braking system is in a released state. In some embodiments of the present invention, the conditions for this timed calibration further include: a set time interval has elapsed since the last calibration. .

[0102] A second embodiment of the present invention further provides an online calibration system for the customized braking force of rail vehicles' electromechanical brakes, which can be used to perform the online braking force calibration method described in Embodiment 1. It includes:

[0103] Brake control unit: used to send customized power;

[0104] Signal output unit: acquires the power supplied by the brake control unit and outputs the braking force expression signal according to the predetermined signal output format;

[0105] Braking force calibration unit: acquires the braking force signals sent by the two braking control units, and the corresponding braking force expression signals output by the two signal output units, and performs braking force calibration. The calibration method includes:

[0106] ;

[0107] in: The brake control unit sends the first customized power value. The second customized power value is sent to the brake control unit. The first expression signal corresponding to the customized dynamic value is output for the transmission mode to be calibrated. The transmission method to be calibrated outputs a second expression signal corresponding to the customized dynamic value. Output braking force expression signal for the transmission mode to be calibrated. For signal Braking force characterized after calibration.

[0108] In some embodiments of the present invention:

[0109] The brake control unit is further configured to output multiple power supplies to customized systems. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0110] The braking force calibration unit is further configured to select multiple braking force expression signals from the braking force expression signals and perform multi-point calibration.

[0111] In some embodiments of the present invention, the braking control unit is further configured to output multiple power supplies to a customized power source. To obtain customized dynamic expression signals from multiple transmission modes to be calibrated. ;

[0112] The braking force calibration unit is further configured to: adjust according to the braking force expression signal. The size is divided into multiple intervals; two braking force expression signals are randomly selected from each interval for segment calibration.

[0113] The following is a specific embodiment of a braking force calibration method in practical application.

[0114] The brake control unit provides a customized power value range of 0 to 40 kN.

[0115] There are two methods for transmitting the applied force between the brake control unit and the motor controller: CAN communication and current-type analog signals.

[0116] In CAN communication, digital values ​​from 0 to 65535 are used to represent 0 to 40 kN, and the relationship between them is directly proportional and linear, conforming to Formula 1 ( ). Digital quantity 0 ( ) represents 0kN ( ), 65535 ( ) indicates 40kN ( Based on the proportional linear relationship mentioned above, the force value represented by any numerical value can be derived, such as 32767 representing 20kN.

[0117] Analog quantities are represented by 0–20 mA and 0–40 kN ( ~ The relationship between the two is also a direct linear relationship. The digital value of 0-20mA converted by ADC to the motor controller is 0-4095 ( ~ ). Therefore, 0mA represents 0kN, 20mA represents 40kN, and 10mA represents 20kN; that is, the converted digital value is 0 ( ) represents 0kN ( ), 4095 ) indicates 40kN ( For example, 2047 represents 20kN.

[0118] Force deviation threshold Set to 1kN, set the timer calibration interval to 30 minutes, and set the number of recalibrations to 1 if the last calibration fails (k=1).

[0119] If communication is abnormal after the system is powered on, the power supply value will be transmitted using 0-20mA (0-4095) to represent 0-40kN. Specifically, formula 2 will be used for power supply calculation.

[0120]

[0121] If communication is normal, perform an initial calibration first.

[0122] Initial calibration:

[0123] (1) The brake control unit sends a calibration command via communication, first sending a command indicating 0 kN ( The numerical value of force 0 ( Simultaneously, an analog signal representing a 0kN force value (corresponding to...) is transmitted. =0). The motor controller receives and executes the calibration command, receiving a digital value of 0 via communication, corresponding to a target setpoint force of 0kN; after receiving the analog current signal and converting it via ADC, it obtains 20 ( ).

[0124] (2) The brake control unit communicates and then sends the corresponding target set force of 40kN. The digital quantity 65535 ( At the same time, an analog signal of 20mA is sent (corresponding to...). =4095). At this time, the motor controller reads the information from the analog current converted by the ADC, and obtains 4050 ( ).

[0125] (3) According to Formula 2, the following can be calculated: At 20 o'clock The error is 0.195kN, meaning the error at the customized power value of 0kN is 0.195-0=0.195kN. When it is 4050 The value is 39.560 kN, meaning the error at the customized power value of 40 kN is 40 - 39.56 = 0.44 kN. Both errors are less than 1 kN, therefore the calibration is valid. The analog current signal is represented by the digital value 20-4050 after ADC conversion, which corresponds to 0-40 kN. Specifically, Formula 3 is used for calculating the customized power.

[0126]

[0127] The above are examples of successful calibration.

[0128] If, during step (1), the brake controller sends a digital signal of 0 and an analog signal of 0mA, the digital value of the analog current read by the motor controller and converted by the ADC is 200 ( ), calculate the corresponding formula 2 If the value is 1.954kN, it means that the error at this point has reached 1.954kN, which exceeds the force deviation threshold of 1kN. Therefore, the first calibration is invalid, and step (4) is executed.

[0129] (4) Repeat the second calibration process: If the ADC conversion digital values ​​read are 30 ( ), 4060 ), calculated according to Formula 2 It is 0.293kN. The value is 39.658 kN, indicating that the force deviations at the two points are 0.293 kN and 0.342 kN, respectively, both less than 1 kN. Therefore, the result of the second calibration is adopted, and the digital value after ADC conversion (30-4060) is used to represent 0-40 kN. Formula 3 is used for the customized power calculation, specifically:

[0130]

[0131] If the ADC conversion digital value read during the second calibration process is 150 ( ), 4080 ), calculated according to Formula 2 It is 1.465kN. If the value is 39.853 kN, then the force deviations are 1.465 kN and 0.147 kN respectively. Since the deviation exceeds 1 kN, it is considered that the current analog signal transmission is faulty, and the calibration process ends.

[0132] Timed calibration:

[0133] The system has entered the normal operation phase, and communication is normal. More than 30 minutes have passed since the last calibration. The brake control unit determines that the vehicle currently has no need to apply braking force (it is in a relaxed state), and therefore initiates a calibration process to the motor controller, which is the same as the initial calibration.

[0134] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for online calibration of customized power supply for electromechanical braking of rail vehicles, characterized in that, Includes the following steps: Determine the relationship between the transmitted signal and the braking force: F = f2(x); where x is the braking force expression signal output by the transmission mode to be calibrated, and F is the braking force corresponding to signal x; The brake control unit sends a first custom force value F1, and the transmission mode to be calibrated outputs an expression signal x1 corresponding to the first custom force value. The motor controller receives the expression signal x′1 and calculates the braking force F′1 corresponding to the expression signal x′1. The brake control unit sends a second customized power value F. m The transmission mode to be calibrated outputs the second expression signal corresponding to the customized dynamic value as x. m The motor controller receives the expression signal x′ m Calculate the expression signal x′ m Corresponding braking force F′ m ; Then the expression signal x′1~x′ is used. m Indicates the braking force command signal F1~F m The calibration function is determined as follows: Where: x i To output the braking force expression signal for the transmission mode to be calibrated, F i For signal x i Braking force characterized after calibration.

2. The method for online calibration of customized power supply for electromechanical braking of rail vehicles as described in claim 1, characterized in that, Further steps include: The brake control unit outputs multiple signals to the customized power F. in Obtain the customized dynamic expression signal x from multiple transmission modes to be calibrated. in ; In multiple braking force expression signals x in Choose any two from the options and perform multi-point calibration.

3. The method for online calibration of customized power supply for electromechanical braking of rail vehicles as described in claim 1, characterized in that, Further steps include: The brake control unit outputs multiple signals to the customized power F. in Obtain the customized dynamic expression signal x from multiple transmission modes to be calibrated. in ; According to the braking force expression signal x in The size is divided into multiple intervals; Two braking force expression signals are randomly selected from each interval segment for segmental calibration.

4. The method for online calibration of customized power supply for electromechanical braking of rail vehicles as described in claim 1, 2, or 3, characterized in that, Further steps include: Determine the custom power values ​​F1 and F. m Determine F1 and F m The corresponding calibration braking force expression signals x1 and x m ; It is determined that the motor controller receives the expression signals x′1 and x′. m ; Based on the relationship between the transmitted signal and the braking force, calculate the output braking force values ​​F′1 and F′ corresponding to the calibration braking force expression signal. m ; Set the difference threshold ΔF; Calculate the difference between the output braking force value F′1 corresponding to the calibration braking force expression signal and the given braking force value F1, and F′ m With custom power value F m The difference between them; If the differences are all less than the difference threshold, the calibration is considered valid. If all differences are greater than the difference threshold, the calibration is considered invalid.

5. The method for online calibration of customized power supply for electromechanical braking of rail vehicles as described in claim 1, characterized in that: After the braking system is powered on, the braking force is initially calibrated.

6. The method for online calibration of customized power supply for electromechanical braking of rail vehicles as described in claim 1, characterized in that: After the braking system has been running for a period of time, the braking force should be calibrated periodically. The conditions for periodic calibration include: the braking system communication function is normal and the electromechanical braking system is in the released state.

7. The method for online calibration of customized power supply for electromechanical braking of rail vehicles as described in claim 6, characterized in that: The conditions for performing timed calibration further include that the time interval ΔT since the last calibration has exceeded the set time interval.

8. An online calibration system for electromechanical braking power supply of rail vehicles, which can be used to perform the calibration method according to any one of claims 1-7, characterized in that, include: Brake control unit: used to send customized power; Signal output unit: acquires the power supplied by the brake control unit and outputs the braking force expression signal according to the predetermined signal output format; Braking force calibration unit: acquires the braking force signals sent by the two braking control units, and the corresponding braking force expression signals output by the two signal output units, and performs braking force calibration. The calibration method includes: Where: F1 is the first customized power value sent by the brake control unit, F m The second customized power value is sent to the brake control unit, and x′1 is the expression signal corresponding to the first customized power value output by the transmission mode to be calibrated. m The second expression signal corresponding to the customized dynamic value is output for the transmission mode to be calibrated, x. i To output the braking force expression signal for the transmission mode to be calibrated, F i For signal x i Braking force characterized after calibration.

9. The online calibration system for customized power supply to the electromechanical brake of a rail vehicle as described in claim 8, characterized in that: The brake control unit is further configured to output multiple values ​​to the customized power F. in Obtain the customized dynamic expression signal x from multiple transmission modes to be calibrated. in ; The braking force calibration unit is further configured to select multiple braking force expression signals from the braking force expression signals and perform multi-point calibration.

10. The online calibration system for customized power supply of electromechanical brakes for rail vehicles as described in claim 8, characterized in that: The brake control unit is further configured to output multiple values ​​to the customized power F. in Obtain the customized dynamic expression signal x from multiple transmission modes to be calibrated. in ; The braking force calibration unit is further configured to: according to the braking force expression signal x in The size is divided into multiple intervals; two braking force expression signals are randomly selected from each interval for segment calibration.

Images