Train asynchronous braking control method and control system

Abstract

This invention provides a train asynchronous braking control method and control system. The asynchronous braking control method includes the following steps: upon receiving a braking command, calculating the initial braking force value of the locomotive and vehicles; determining the road conditions of the locomotive and each vehicle; measuring the gradient angle of the track position of the locomotive or vehicle, and calculating the component of the self-weight of the locomotive and each vehicle in the braking direction based on the gradient angle; combining the self-weight components of the locomotive and vehicles, and based on the brake cylinder pressure corresponding to the initial braking force value, calculating the target braking force of the locomotive and each vehicle respectively; the braking systems of the locomotive and each vehicle respectively perform asynchronous braking according to their respective target braking forces. The train asynchronous braking control method and control system provided by this invention can differentiate the braking force of the locomotive and each vehicle based on the road conditions, reducing the train coupler force and improving the safety of train operation.

Description

Technical Field

[0001] This invention belongs to the field of train braking technology, and particularly relates to a train asynchronous braking control method and control system. Background Technology

[0002] The train consists of a locomotive at the head and several rolling stock grouped together. The locomotive is responsible for traction and transport, while the rolling stock is divided into freight and passenger cars according to its transport purpose. The locomotives and rolling stock are connected to each other, as are the rolling stock themselves, via couplers. Both the train and the rolling stock are equipped with braking devices, and the locomotive is also responsible for controlling the braking process of the entire train.

[0003] Currently, the main type of freight heavy-haul combined train uses a distributed synchronous braking control system. Because synchronous braking control uses the same braking target value to control the braking of each locomotive and freight car regardless of the track environment in which the train is running, when the train is running in complex terrain conditions and the braking force required by the front and rear cars is inconsistent, the existing synchronous braking control method will have a significant impact on the longitudinal force of the entire train and affect the coupler force between the cars. If it exceeds the safety range of the coupler, accidents such as derailment and coupler breakage may even occur, which will have an adverse impact on the safety of train operation. Summary of the Invention

[0004] In view of the shortcomings of related technologies, the present invention provides a train asynchronous braking control method and control system, which can differentiate the braking force of the locomotive and each vehicle according to the road conditions.

[0005] One aspect of this invention provides an asynchronous braking control method for use during train braking, wherein the train includes a locomotive and several carriages pulled by the locomotive, and the control method includes the following steps:

[0006] Calculate the initial braking force: After receiving the braking command, the locomotive calculates the initial braking force value F0 of the locomotive and each vehicle, and sends the braking command corresponding to the initial braking force F0 to each vehicle.

[0007] Determine the track conditions of the locomotive and each vehicle: Based on the different track positions of the locomotive and each vehicle, determine whether the locomotive and each vehicle are currently on an uphill, downhill, or flat track.

[0008] Calculate the self-weight component: Measure the gradient angle of the track where the locomotive or vehicle is located, and calculate the self-weight component W of the locomotive and each vehicle in the braking direction based on the gradient angle. i ;

[0009] Calculate the target braking force: Combining the weight components of the locomotive and vehicles, and based on the brake cylinder pressure corresponding to the braking command, calculate the target braking force F of the locomotive and each vehicle separately.targeti ;

[0010] The braking systems of the locomotive and each vehicle are based on their respective target braking force F. targeti Perform asynchronous braking.

[0011] In some embodiments of this application, calculating the initial braking force F0 includes the following steps:

[0012] The train's operating speed signal is obtained, and the stopping distance of the train is obtained based on the train's length and load. The total braking force required for the entire train is then calculated.

[0013] The total braking force is evenly distributed to the locomotive and each vehicle to form the initial braking force value F0 of the locomotive and vehicles.

[0014] In some embodiments of this application, the road conditions of each vehicle are determined by monitoring the coupling forces of the front and rear couplers of each vehicle, specifically including the following situations:

[0015] If the coupler force of the front coupler is a tension force and the coupler force of the rear coupler is also a tension force, then it can be determined that the vehicle is in an uphill position.

[0016] If the coupler force of the front coupler is pressure and the coupler force of the rear coupler is also pressure, then it can be determined that the vehicle is in a downhill position.

[0017] If the pressure or tension values ​​of the front and rear couplers are less than the set threshold, the vehicle is judged to be on a flat road.

[0018] The road conditions of the locomotive are determined by monitoring the coupling force of the locomotive's rear coupler. Specifically:

[0019] If the coupler force of the locomotive's rear coupler is a tension force, then it can be determined that the locomotive is in an uphill position.

[0020] If the coupler force of the locomotive's rear coupler is a compressive force, then it can be determined that the locomotive is in a downhill position.

[0021] In some embodiments of this application, angle sensors are installed on the locomotive and each vehicle. The angle sensors collect the tilt angle of the locomotive or vehicle to obtain the slope angle of the slope where the locomotive or vehicle is located.

[0022] In some embodiments of this application, the component W of the locomotive's or each vehicle's weight in the braking direction... i The calculation formula is as follows:

[0023] W i =M i ×g×sinθ i (1)

[0024] In the formula: iThis is the weight component of the locomotive or the (i-1)th car starting from the locomotive; i denoted as the total mass of the locomotive or the (i-1)th car starting from the locomotive; g is the acceleration due to gravity. i The gradient angle is the slope of the locomotive or the (i-1)th car starting from the locomotive.

[0025] In some embodiments of this application, the target braking force F of the locomotive and each vehicle targeti The calculation formula is as follows:

[0026] F targeti =C i ×BCP i ±W i (2)

[0027] In equation (2) above, when the locomotive or the car in question is going uphill, F targeti =C i ×BCP i -W i When the locomotive or the carriage is going downhill, F targeti =C i ×BCP i +W i C i C is a constant related to the brake cylinder. i =Ap i ×LR i ×EFF i Among them, Ap i Let X be the area of ​​the brake cylinder piston of the locomotive or the (i-1)th car starting from the locomotive. i For the lever ratio of the brake cylinder of the locomotive or the i-1th car starting from the locomotive, EFF i The transmission efficiency of the brake cylinder of the locomotive or the (i-1)th car starting from the locomotive; BCP i This refers to the brake cylinder pressure of the locomotive or the i-1th car starting from the locomotive.

[0028] In some embodiments of this application, a closed-loop adjustment step is further included during braking: real-time acquisition of the current acceleration of the locomotive and each vehicle, acquisition of the actual output braking force value based on the current acceleration value, and conversion to the corresponding target braking force value F. targeti To achieve this goal, the brake cylinder pressure is adjusted in real time.

[0029] Another aspect of the present invention provides a train asynchronous braking control system for executing the train asynchronous braking control method as described in any of the preceding claims. The control system includes locomotive onboard equipment mounted on a locomotive and vehicle onboard equipment respectively mounted on each car, wherein:

[0030] Locomotive onboard equipment includes:

[0031] The locomotive brake is used to issue braking commands and execute the braking action of the locomotive.

[0032] Locomotive angle sensor, used to collect the locomotive's tilt angle;

[0033] The train braking force control management unit is connected to the locomotive brake and locomotive angle sensor, and is configured to determine the braking command and control the locomotive brake to perform braking actions based on the braking command of the locomotive brake, the initial braking force value of the locomotive and the vehicle, and the target braking force value of the locomotive.

[0034] The locomotive communication module, which communicates with the train braking control management unit and each vehicle, is used to send braking commands from the train braking force control management unit to each vehicle; the vehicle onboard equipment includes:

[0035] The vehicle communication module, which is connected to the locomotive communication module, is used to receive braking commands from the locomotive.

[0036] Angle sensor, used to collect the vehicle's tilt angle;

[0037] Coupler force sensors are installed at the front and rear coupler positions of the vehicle to collect the coupler force of the front and rear couplers.

[0038] The vehicle braking control unit is connected to the vehicle communication module, angle sensor and coupler force sensor, and is configured to calculate the target braking force value based on the brake cylinder pressure corresponding to the braking command and in combination with the coupler force of the front and rear couplers of the vehicle and the value of the angle sensor.

[0039] The vehicle braking device is connected to the vehicle braking control module and can perform vehicle braking actions according to the target braking force value calculated by the vehicle braking control module.

[0040] In some embodiments of this application, the train braking force control management unit includes:

[0041] Train monitoring equipment is used to obtain the train's running speed in real time;

[0042] The microcomputer control unit is connected to the train monitoring equipment. It can obtain the real-time running speed of the train and obtain the stopping distance according to the train length and load. It can also calculate the total braking force required for the entire train and distribute the total braking force evenly to the locomotive and each car.

[0043] In some embodiments of this application, an acceleration sensor and an adaptive parameter estimator are also included on each vehicle section. The acceleration sensor is used to measure the current acceleration of the vehicle, and the adaptive parameter estimator can obtain the actual braking force value based on the vehicle's acceleration and compare it with the target braking force value to adjust the brake cylinder pressure in real time.

[0044] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0045] (1) The asynchronous braking control method for trains provided in at least one embodiment of this application collects road condition information of the locomotive and each vehicle when they perform braking, and combines the contribution of the locomotive and each vehicle’s self-weight to braking to determine the braking force level of the locomotive and each vehicle to their respective road conditions, thereby performing asynchronous differentiated control of the braking force of the locomotive and each vehicle, reducing the train’s coupler force and improving the safety of train operation.

[0046] (2) The train asynchronous braking control method provided in at least one embodiment of this application adopts an adaptive closed-loop control mode. After the brake cylinder pressure is executed by the pneumatic device, the actual brake cylinder pressure is fed back and adjusted in real time to form a closed-loop pressure control, thereby improving the accuracy of braking control.

[0047] (3) The train asynchronous braking control system provided in at least one embodiment of this application can accurately determine the current road conditions of the locomotive or vehicle through the coupler force sensor and angle sensor, and determine the braking force level of the locomotive and each vehicle to adapt to their respective road conditions, thereby performing asynchronous differentiated control of the braking force of the locomotive and each vehicle, reducing the train coupler force, and improving the safety of train operation.

[0048] (4) The train asynchronous braking control system provided in at least one embodiment of this application adjusts the pressure of the brake cylinder in real time by adding an acceleration sensor and combining the braking control command issued by the locomotive brake, thereby achieving closed-loop regulation. Attached Figure Description

[0049] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0050] Figure 1 A flowchart of the train asynchronous braking control method provided in an embodiment of the present invention;

[0051] Figure 2 This is a flowchart for calculating the initial braking force provided in an embodiment of the present invention;

[0052] Figure 3 This is a schematic diagram of the control process of the asynchronous braking control method for trains provided in an embodiment of the present invention;

[0053] Figure 4 This is a schematic diagram of the closed-loop regulation control process in the asynchronous braking control method for trains provided in this embodiment of the invention;

[0054] Figure 5 This is a schematic diagram of the train asynchronous braking control system provided in an embodiment of the present invention. Detailed Implementation

[0055] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0056] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0057] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0058] It is understood that although the accompanying drawings may show a specific order of method steps, the order of the steps may differ from the depicted order. Furthermore, two or more steps may be performed simultaneously or partially simultaneously. Such variations will depend on the chosen software and hardware, as well as the designer's choices. All such variations are within the scope of this disclosure.

[0059] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "a," "an," "an," "the," and similar words used in this application do not indicate quantity limitation and may represent singular or plural. The terms "comprising," "including," "having," and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms "connected," "linked," and similar words used in this application are not limited to physical or mechanical connections, but may include electrical or communication connections, whether direct or indirect.

[0060] The first aspect of this application provides a train asynchronous braking control method, used during train braking, where the train includes a locomotive and several cars pulled by the locomotive, and the locomotive and cars, as well as the cars themselves, are connected by couplers. The cars in this application may include freight cars for transporting goods or passenger cars for transporting passengers. For freight cars, the power supply to the freight car control system can be solved using existing technologies such as freight car docking or axle-end power generation. The communication and interconnection between the locomotive and cars can be solved using existing technologies such as wired cables or wireless communication, thus creating the basic conditions for asynchronous braking control of freight trains. All the above-mentioned vehicle power supply and communication technologies can be found in the prior art, and will not be discussed in detail in this application.

[0061] like Figure 1 , Figure 3 As shown in the embodiments of this application, the train asynchronous braking control method includes the following steps:

[0062] S1 calculates the initial braking force: After receiving the braking command, the computer calculates the initial braking force F0 of the vehicle and each vehicle and sends the braking command TBC corresponding to the initial braking force F0 to each vehicle.

[0063] S2 determines the track conditions of the locomotive and each vehicle: based on the different track positions of the locomotive and each vehicle, it determines whether the locomotive and each vehicle are currently in an uphill, downhill, or flat position.

[0064] S3 Calculates the self-weight component: Measure the gradient angle of the track where the locomotive or vehicle is located, and calculate the self-weight component W of the locomotive and each vehicle in the braking direction based on the gradient angle. i ;

[0065] S4 calculates the target braking force: combining the weight components of the locomotive and vehicles, and based on the brake cylinder pressure corresponding to the braking command, calculates the target braking force F of the locomotive and each vehicle separately. targeti ;

[0066] S5: The braking systems of the locomotive and each vehicle are respectively based on their target braking force F. targeti Perform asynchronous braking.

[0067] The asynchronous braking control method for trains provided in this application collects road condition information when the locomotive and each vehicle are braking. Based on the road condition information of the locomotive or freight car and the contribution of the locomotive and each vehicle's weight to braking, the method determines the braking force level of the locomotive and each vehicle to adapt to their respective road conditions. This allows for asynchronous and differentiated control of the braking force of the locomotive and each vehicle, reducing the train's coupler force and improving the safety of train operation.

[0068] like Figure 2 As shown, in some embodiments of this application, calculating the initial braking force F0 includes the following steps:

[0069] S101: Obtain the train's running speed signal, and based on the train's length and load, determine the train's stopping distance and calculate the total braking force required for the entire train.

[0070] S102: Distribute the total braking force evenly to the locomotive and each vehicle to form the initial braking force value F0 of the locomotive and vehicles.

[0071] The specific calculation methods involved in this step are existing technologies and will not be elaborated here. Furthermore, it is understood that calculating the initial braking force F0 is to determine the level of braking command required for the initial braking of the locomotive and each vehicle, and the correspondence between the initial braking force F0 and the braking command TBC is conventional technology in this field and will not be described in detail here.

[0072] In some embodiments of this application, the road conditions of each vehicle are determined by monitoring the coupling forces of the front and rear couplers of each vehicle, specifically including the following situations:

[0073] If the coupler force of the front coupler is a tension force and the coupler force of the rear coupler is also a tension force, then it can be determined that the vehicle is in an uphill position.

[0074] If the coupler force of the front coupler is pressure and the coupler force of the rear coupler is also pressure, then it can be determined that the vehicle is in a downhill position.

[0075] If the pressure or tension values ​​of the front and rear couplers are less than the set threshold ΔT, the vehicle is considered to be on a flat road. The setting of this threshold is related to the accuracy requirements of those skilled in the art. Generally, ΔT can be set to any value between 3KN and 5KN. Below the threshold ΔT, the vehicle is considered to be approximately on a flat road.

[0076] In the above embodiments, the method of determining whether the vehicle is currently on an uphill, downhill, or flat road condition is determined by measuring the front and rear hook forces. The method is simple, reliable, and highly accurate.

[0077] In addition, when judging the road conditions of a locomotive, it is only necessary to judge based on the coupling force of its rear coupler. When the coupling force of the rear coupler is tension, it can be judged that the locomotive is in a downhill position. When the coupling force of the rear coupler is compression, it can be judged that the locomotive is in an uphill position.

[0078] In some embodiments of this application, when the locomotive or vehicle is going uphill or downhill, in order to measure the angle of the slope, angle sensors are installed on the locomotive and each vehicle. The angle sensors collect the tilt angle of the locomotive or vehicle, thereby obtaining the slope angle of the slope where the locomotive or vehicle is located.

[0079] In some embodiments of this application, the component W of the locomotive's or each vehicle's weight in the braking direction... i The calculation formula is as follows:

[0080] W i =M i ×g×sinθ i (1)

[0081] In the formula: W i This is the weight component of the locomotive or the (i-1)th car starting from the locomotive; i The total mass of the locomotive or the (i-1)th car starting from the locomotive; g is the acceleration due to gravity; θ i The gradient angle is the slope of the locomotive or the (i-1)th car starting from the locomotive.

[0082] The self-weight component W obtained from the above calculations i The target braking force F of the computer car and each vehicle targeti :

[0083] F targeti =C i ×BCP i ±W i (2)

[0084] In equation (2) above, when the locomotive or the car in question is going uphill, F targeii =C i ×BCP i -W iWhen the locomotive or the carriage is going downhill, F targeti =C i ×BCP i +W i In the formula: G i C is a constant related to the brake cylinder. i =Ap i ×LR i ×EFF i Among them, Ap i Let X be the area of ​​the brake cylinder piston of the locomotive or the (i-1)th car starting from the locomotive. i For the lever ratio of the brake cylinder of the locomotive or the i-1th car starting from the locomotive, EFF i The transmission efficiency of the brake cylinder of the locomotive or the (i-1)th car starting from the locomotive; BCP i The brake cylinder pressure is for the locomotive or the i-1th car starting from the locomotive, and is obtained according to the correspondence with the braking command (TBC) in Table 1 below.

[0085] Table 1. Correspondence between BCP and TBC

[0086]

[0087]

[0088] In Table 1 above, when the vehicle is a truck, the BPP pressure is 500 kPa; when the vehicle is a bus, the BPP pressure is 600 kPa; RC = 0.71.

[0089] The asynchronous braking control method provided in this application embodiment, based on the road condition information of the locomotive or vehicle, fully considers the contribution of the locomotive and vehicle's own weight to the braking force: when the locomotive or vehicle is in an uphill position, its own weight component makes a positive contribution to braking, and the actual braking force required at this time is less than the braking force corresponding to the brake cylinder pressure under the initial braking force F0 command, which is C. i ×BCP i -W i When a locomotive or vehicle is on a downhill slope, its own weight negatively contributes to braking. Therefore, the actual braking force required must overcome the effect of its own weight while simultaneously achieving braking, which is C. i ×BCP i +W i When the locomotive or vehicle is on a flat road, the target braking force is the same as the braking force corresponding to the brake cylinder pressure. Therefore, this application's embodiment develops the train braking control method from the current synchronous control to asynchronous braking control, which can greatly reduce the train's coupler force during braking and improve train operation safety.

[0090] During asynchronous braking of the locomotive and various vehicles, the actual brake cylinder pressure may be affected by external environmental factors such as weather conditions and the friction material of the basic braking device, resulting in a discrepancy between the brake cylinder pressure value and the target braking force value. Therefore, if... Figure 1 and Figure 4 As shown, in some embodiments of this application, the asynchronous braking control method further includes a step S6 of performing closed-loop adjustment during braking, specifically: acquiring the current acceleration a of the locomotive and each vehicle in real time. i According to the current acceleration value a i Obtain the actual braking force value F output actuali =M i ×a i and the corresponding target braking force value F targeti A comparison is performed, and the brake cylinder pressure is adjusted in real time based on the comparison results, so that F actuali The value of F targeti The values ​​must be consistent. For example, if the actual braking force is less than the target braking force, the brake cylinder pressure needs to be increased; if the actual braking force is greater than the target braking force, the brake cylinder pressure needs to be decreased, until the actual braking force is equal to or approximately equal to the target braking force.

[0091] In the above embodiments, an adaptive closed-loop control method is adopted. The target pressure of the brake cylinder is formed by combining the locomotive control command and the road condition information collected by the vehicle sensor. After the brake cylinder pressure is executed by the pneumatic device, the actual brake cylinder pressure is fed back and adjusted in real time to form a closed-loop pressure control, thereby improving the accuracy of braking control.

[0092] It should be noted in this application that, Figure 3 and Figure 4 The embodiments all use brake cylinder pressure as the target adjustment object. It will be understood by those skilled in the art that since the braking force and brake cylinder pressure are linearly related, brake cylinder pressure can be used as the target object in some embodiments, and the corresponding control effect is the same.

[0093] like Figure 5 As shown, a second aspect of this application provides a train asynchronous braking control system for executing the train asynchronous braking control method as described in any of the preceding claims. The control system includes locomotive onboard equipment mounted on the locomotive and vehicle onboard equipment respectively mounted on each car, wherein:

[0094] Locomotive onboard equipment includes:

[0095] The locomotive brake is used to issue braking commands and execute the braking action of the locomotive.

[0096] Locomotive angle sensor, used to collect the locomotive's tilt angle;

[0097] The train braking force control management unit is connected to the locomotive brake and locomotive angle sensor, and is configured to determine the braking command and control the locomotive brake to perform braking actions based on the braking command of the locomotive brake, the initial braking force value of the locomotive and the vehicle, and the target braking force value of the locomotive.

[0098] The locomotive communication module is connected to the train braking control management unit and each vehicle to send braking commands from the train braking force control management unit to each vehicle.

[0099] Vehicle-mounted equipment includes:

[0100] The vehicle communication module, which is connected to the locomotive communication module, is used to receive braking commands from the locomotive.

[0101] Angle sensor, used to collect the vehicle's tilt angle;

[0102] Coupler force sensors are installed at the front and rear coupler positions of the vehicle to collect the coupler force of the front and rear couplers.

[0103] The vehicle braking control unit is connected to the vehicle communication module, angle sensor and coupler force sensor, and is configured to calculate the target braking force value based on the brake cylinder pressure corresponding to the braking command and in combination with the coupler force of the front and rear couplers of the vehicle and the value of the angle sensor.

[0104] The vehicle braking device is connected to the vehicle braking control module and can perform vehicle braking actions according to the target braking force value calculated by the vehicle braking control module.

[0105] The asynchronous braking control system for trains provided in this application can determine the current road conditions of the locomotive or vehicles through coupler force sensors and angle sensors, and determine the braking force level of the locomotive and each vehicle to adapt to their respective road conditions. This allows for asynchronous and differentiated control of the braking force of the locomotive and each vehicle, reducing the coupler force of the train and improving the safety of train operation.

[0106] In some embodiments of this application, the train braking force control management unit includes:

[0107] Train monitoring equipment is used to obtain the train's running speed in real time;

[0108] The microcomputer control unit is connected to the train monitoring equipment. It can obtain the real-time running speed of the train and obtain the stopping distance according to the train length and load. It can also calculate the total braking force required for the entire train and distribute the total braking force evenly to the locomotive and each car.

[0109] In some embodiments of this application, the train asynchronous braking control system further includes an acceleration sensor and an adaptive parameter estimator installed on each car. The acceleration sensor measures the current acceleration of the vehicle; the adaptive parameter estimator obtains the actual braking force value based on the vehicle's acceleration and compares it with the target braking force value to adjust the brake cylinder pressure in real time. The specific principle of the adaptive parameter estimator can be found in the prior art and will not be described in detail here.

[0110] In some embodiments of this application, the locomotive communication module and the vehicle communication module are wireless communication devices, and the locomotive and the vehicle are interconnected through wireless communication.

[0111] In some embodiments of this application, the vehicle braking device includes:

[0112] Pneumatic components are connected to the vehicle's braking control module and generate brake cylinder pressure based on the target braking force sent by the vehicle's braking control module; they generally include components such as the main air cylinder, main air pipe, and brake air pipe.

[0113] A brake cylinder, which is connected to pneumatic components, performs the braking action of the vehicle.

[0114] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0115] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A train asynchronous braking control method, used during train braking, wherein the train includes a locomotive and several carriages pulled by the locomotive, characterized in that, The control method includes the following steps: Calculate the initial braking force: After receiving the braking command, calculate the initial braking force values ​​for the computer-controlled vehicle and each vehicle. and initial braking force The corresponding braking command is sent from the locomotive to each vehicle; Determining the track conditions of the locomotive and each vehicle: Based on the different track positions of the locomotive and each vehicle, determine whether the locomotive and each vehicle are currently on an uphill, downhill, or flat slope. Determining the track conditions of each vehicle is achieved by monitoring the coupling force of the front and rear couplers of each vehicle, specifically including the following: If both the front and rear couplers exert tension on the coupling force, the vehicle is considered to be on an uphill slope. If both the front and rear couplers exert pressure on the coupling force, the vehicle is considered to be on a downhill slope. If the pressure or tension values ​​of the front and rear couplers are less than a set threshold, the vehicle is considered to be on a flat road. The threshold value is any value between 3kN and 5kN. The road conditions of the locomotive are determined by monitoring the coupling force of the locomotive's rear coupler. Specifically: If the coupler force of the locomotive's rear coupler is tension, it can be determined that the locomotive is in an uphill position; if the coupler force of the locomotive's rear coupler is compression, it can be determined that the locomotive is in a downhill position. Calculate the self-weight component: Measure the gradient angle of the track where the locomotive or vehicle is located, and calculate the self-weight component of the locomotive and each vehicle in the braking direction based on the gradient angle. The component of the locomotive's or each vehicle's weight in the braking direction. The calculation formula is as follows: (1) In the formula: This is the weight component of the locomotive or the (i-1)th car starting from the locomotive; denoted as the total mass of the locomotive or the (i-1)th car starting from the locomotive; g is the acceleration due to gravity. The gradient angle is the slope of the locomotive or the (i-1)th car starting from the locomotive. Calculate the target braking force: Combining the weight components of the locomotive and vehicles, and based on the brake cylinder pressure corresponding to the braking command, calculate the target braking force of the locomotive and each vehicle separately. Target braking force of locomotive and various vehicles The calculation formula is as follows: (2) In equation (2) above, when the locomotive or the carriage is on an uphill slope, When the locomotive or the carriage is going downhill, ; For constants related to the brake cylinder, ,in, Let X be the area of ​​the brake cylinder piston of the locomotive or the (i-1)th car starting from the locomotive. For the lever ratio of the brake cylinder of the locomotive or the (i-1)th car starting from the locomotive, The transmission efficiency of the brake cylinder of the locomotive or the i-1th vehicle starting from the locomotive; The brake cylinder pressure of the locomotive or the i-1th car starting from the locomotive; The braking systems of the locomotive and each vehicle are based on their respective target braking forces. Perform asynchronous braking.

2. The train asynchronous braking control method according to claim 1, characterized in that, Calculate the initial braking force Includes the following steps: The train's operating speed signal is obtained, and the stopping distance of the train is obtained based on the train's length and load. The total braking force required for the entire train is then calculated. The total braking force is evenly distributed across the locomotive and each vehicle to form the initial braking force value for the locomotive and vehicles. .

3. The train asynchronous braking control method according to claim 2, characterized in that, Angle sensors are installed on the locomotive and each vehicle. The angle sensors collect the tilt angle of the locomotive or vehicle, thereby obtaining the slope angle of the slope where the locomotive or vehicle is located.

4. The train asynchronous braking control method according to claim 1, characterized in that, It also includes a closed-loop adjustment step during braking: real-time acquisition of the current acceleration of the locomotive and each vehicle, acquisition of the actual braking force value based on the current acceleration value, and adjustment of the corresponding target braking force value. To achieve this goal, the brake cylinder pressure is adjusted in real time.

5. A train asynchronous braking control system, used to execute the train asynchronous braking control method as described in any one of claims 1-4, characterized in that, This includes locomotive-mounted equipment installed on the locomotive and vehicle-mounted equipment installed on each car, wherein: Locomotive onboard equipment includes: The locomotive brake is used to issue braking commands and execute the braking action of the locomotive. Locomotive angle sensor, used to collect the locomotive's tilt angle; The train braking force control management unit is connected to the locomotive brake and locomotive angle sensor, and is configured to determine the braking command and control the locomotive brake to perform braking actions based on the braking command of the locomotive brake, the initial braking force value of the locomotive and the vehicle, and the target braking force value of the locomotive. The locomotive communication module is connected to the train braking control management unit and each vehicle to send braking commands from the train braking force control management unit to each vehicle. Vehicle-mounted equipment includes: The vehicle communication module, which is connected to the locomotive communication module, is used to receive braking commands from the locomotive. Angle sensor, used to collect the vehicle's tilt angle; Coupler force sensors are installed at the front and rear coupler positions of the vehicle to collect the coupler force of the front and rear couplers. The vehicle braking control unit is connected to the vehicle communication module, angle sensor and coupler force sensor, and is configured to calculate the target braking force value based on the brake cylinder pressure corresponding to the braking command and in combination with the coupler force of the front and rear couplers of the vehicle and the value of the angle sensor. The vehicle braking device is connected to the vehicle braking control module and can perform vehicle braking actions according to the target braking force value calculated by the vehicle braking control module.

6. The train asynchronous braking control system according to claim 5, characterized in that, The train braking force control management unit includes: Train monitoring equipment is used to obtain the train's running speed in real time; The microcomputer control unit is connected to the train monitoring equipment. It can obtain the real-time running speed of the train and obtain the stopping distance according to the train length and load. It can also calculate the total braking force required for the entire train and distribute the total braking force evenly to the locomotive and each car.

7. The train asynchronous braking control system according to claim 5, characterized in that, It also includes an acceleration sensor and an adaptive parameter estimator installed on each vehicle. The acceleration sensor is used to measure the current acceleration of the vehicle, and the adaptive parameter estimator can obtain the actual braking force value based on the vehicle's acceleration and compare it with the target braking force value to adjust the brake cylinder pressure in real time.

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