Rail vehicle braking force distribution method, device, vehicle and storage medium

Abstract

This invention provides a method, device, vehicle, and storage medium for distributing braking force in rail vehicles. The method includes: calculating the target braking force required by the vehicle based on its braking parameters; determining the electric braking force fed back by the vehicle's traction control unit; when the target braking force is greater than the electric braking force, calculating the first air braking force to be applied to each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie; if the air brake of the k-th bogie is unavailable, or the required first air braking force exceeds the air braking force required when its wheel has maximum adhesion, dynamically distributing the required air braking force of the k-th bogie to the i-th bogie to obtain the air braking force of the i-th bogie. This invention addresses the problem of vehicle slippage caused by fixed braking force distribution among bogies due to small axle load transfer.

Description

Technical Field

[0001] This invention relates to the field of braking force distribution technology, and in particular to a method, device, vehicle, and storage medium for distributing braking force in rail vehicles. Background Technology

[0002] With the advancement of power battery technology, more and more rail vehicles are using power batteries as their power source. As rail construction expands on a large scale, many areas with complex environments have also been developed, and these complex lines place higher demands on vehicle design.

[0003] Currently, most rail vehicles adopt equal adhesion or equal wear strategies for braking force distribution, prioritizing electric braking and followed by air braking. The difference between the two is that air braking is distributed evenly across the entire train and is distributed sequentially among all vehicles in the train.

[0004] However, the above-mentioned braking force distribution method does not take into account the situation where the two bogies bear different weights. When the two bogies bear different weights during the braking force distribution process, the front wheels will have insufficient braking force and the rear wheels will have excessive braking force, resulting in the rear wheels slipping. Summary of the Invention

[0005] This invention provides a method, device, vehicle, and storage medium for distributing braking force on rail vehicles, in order to solve the problem of vehicle slippage caused by axle load transfer during braking force distribution in the prior art.

[0006] In a first aspect, embodiments of the present invention provide a method for distributing braking force on a rail vehicle, comprising:

[0007] Calculate the target braking force required by the vehicle based on its braking parameters;

[0008] Determine the electric braking force fed back from the vehicle's traction control unit;

[0009] When the target braking force is greater than the electric braking force, the load borne by each bogie in real time is obtained, and the first air braking force to be applied to each bogie is calculated based on the target braking force, the electric braking force and the load corresponding to each bogie.

[0010] If the air brake of the k-th bogie is unavailable, or the first air braking force required exceeds the air braking force when its wheel has maximum adhesion, the air braking force required for the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force of the i-th bogie. The i-th bogie is the bogie in the same car where the air brake is available or the air braking force does not exceed the air braking force when its wheel has maximum adhesion. k ≠ i, and k and i are both positive integers greater than or equal to 1.

[0011] In one possible implementation, if the air brakes of the k-th bogie are unavailable, or the required first air braking force exceeds the air braking force when its wheel has maximum adhesion, the required air braking force for the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force for the i-th bogie, including:

[0012] If the air brake of the kth bogie is unavailable, the second air brake force of the air brake force of the kth bogie is calculated on the i-th bogie based on the target braking force, the electric braking force, the load corresponding to the kth bogie and the load corresponding to the i-th bogie, wherein the i-th bogie is an available bogie.

[0013] Calculate the sum of the first air braking force and the second air braking force, and use the sum as the air braking force of the i-th bogie.

[0014] In one possible implementation, if the air brakes of the k-th bogie are unavailable, or the required first air braking force exceeds the air braking force when its wheel has maximum adhesion, the required air braking force for the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force for the i-th bogie, including:

[0015] If the first air braking force required for the k-th bogie exceeds the air braking force required when its wheel has maximum adhesion, calculate the excess braking force.

[0016] Based on the excess braking force, the target braking force, the electric braking force, the load corresponding to the kth bogie and the load corresponding to the ith bogie, calculate the third air braking force distributed on the ith bogie by the air braking force of the kth bogie, wherein the ith bogie is the bogie whose air braking force is required to be applied when the first air braking force does not exceed the maximum adhesion of its wheel.

[0017] Calculate the sum of the first air braking force and the third air braking force, and use the sum as the air braking force of the i-th bogie.

[0018] In one possible implementation, calculating the first aerodynamic braking force to be applied to each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie includes:

[0019] According to F i =(F total -F ed )*(M i / M total Calculate the initial air braking force required for each bogie;

[0020] Among them, F i F represents the first air braking force that needs to be applied to the i-th bogie. total F represents the target braking force. ed M represents electric braking force. i M represents the load borne by the i-th bogie in real time. total Indicates the weight of the entire vehicle;

[0021] Calculating the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie includes:

[0022] According to F ki =(F total -F ed )*(M k / M total )*(M i / M total ) Calculate the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie;

[0023] Among them, F ki M represents the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie. k This represents the load borne by the k-th bogie in real time.

[0024] In one possible implementation, when a predetermined number of brake discs are configured on the bogie axle, the following is also included:

[0025] The number of brake discs participating in the basic braking within the current bogie is determined based on the current bogie's air braking force, the number of brake discs configured on each axle of the current bogie, and the proportion of brake discs participating in the basic braking.

[0026] The theoretical stopping time of the vehicle is calculated based on the vehicle speed and the braking level sent by the driver controller.

[0027] If the actual braking time is greater than or equal to the theoretical stopping time, the brake disc currently participating in basic braking will be switched to basic braking from the brake disc not participating in basic braking.

[0028] In one possible implementation, the step of switching the brake disc currently participating in basic braking from the brake disc not participating in basic braking if the actual braking time is greater than or equal to the theoretical stopping time includes:

[0029] If the actual braking time is greater than or equal to the theoretical stopping time, the vehicle's braking system (Brake Control Unit, BCU) sends a switching control signal. The N brake discs currently participating in basic braking reduce air braking force according to a preset slope, while the N brake discs to be participating in braking apply air braking force according to the preset slope until the switching of brake discs is completed. N is a positive integer greater than or equal to 1.

[0030] Alternatively, the N brake discs participating in basic braking can be switched with the N brake discs to be participating in braking at preset time intervals.

[0031] One possible implementation also includes:

[0032] When braking is applied, the actual deceleration of the vehicle is monitored, and the rate of change of deceleration is calculated based on the target deceleration and the actual deceleration.

[0033] When the rate of change of deceleration is greater than or equal to the first preset value, an air braking force is added on the basis of the currently used air braking force, and the updated fourth air braking force is used for air braking.

[0034] When the rate of change of deceleration is greater than or equal to the second preset value and less than the first preset value, the currently used air braking force remains unchanged;

[0035] When the rate of change of deceleration is less than the second preset value, the air braking force is reduced based on the currently used air braking force, and the updated fifth air braking force is used for air braking.

[0036] Secondly, embodiments of the present invention provide a braking force distribution device for a rail vehicle, comprising:

[0037] The calculation module is used to calculate the target braking force required by the vehicle based on the vehicle's braking parameters.

[0038] The receiving module is used to determine the electric braking force fed back by the vehicle's traction control unit;

[0039] The calculation module is also used to obtain the real-time load borne by each bogie when the target braking force is greater than the electric braking force, and to calculate the first air braking force that needs to be applied to each bogie based on the target braking force, the electric braking force and the load corresponding to each bogie.

[0040] The braking force distribution module is used to dynamically distribute the air braking force required for the k-th bogie to the i-th bogie when the air brake of the k-th bogie is unavailable or the first air braking force to be applied exceeds the air braking force when the maximum adhesion of its wheels is exceeded. This results in the air braking force of the i-th bogie. The i-th bogie is the bogie in the same car where the air brake is available or the air braking force does not exceed the air braking force when the maximum adhesion of its wheels is exceeded. k ≠ i, and k and i are both positive integers greater than or equal to 1.

[0041] Thirdly, embodiments of the present invention provide a vehicle including an electronic device, the electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the rail vehicle braking force distribution method as described in the first aspect or any possible implementation of the first aspect above.

[0042] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method for distributing braking force of a rail vehicle as described in the first aspect or any possible implementation thereof.

[0043] This invention provides a method, device, vehicle, and storage medium for distributing braking force in rail vehicles. The method involves calculating the target braking force required by the vehicle based on its braking parameters; receiving the electric braking force fed back from the vehicle's traction control unit; when the target braking force is greater than the electric braking force, acquiring the real-time load borne by each bogie; and calculating the first air braking force required for each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie. If the air brake of the k-th bogie is unavailable, or the required first air braking force exceeds the air braking force required when its wheel has maximum adhesion, the required air braking force for the k-th bogie is dynamically distributed to the i-th bogie, thus obtaining the air braking force for the i-th bogie. This invention, by dynamically adjusting the braking force between bogies during axle load transfer and uneven vehicle load distribution during parking, can reduce the vehicle slippage problem caused by fixed braking force distribution among bogies during axle load transfer. Attached Figure Description

[0044] 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.

[0045] Figure 1 This is a flowchart illustrating the implementation of a method for distributing braking force on a rail vehicle, as provided in an embodiment of the present invention.

[0046] Figure 2 This is a schematic diagram of a method for distributing braking force on a rail vehicle according to an embodiment of the present invention;

[0047] Figure 3 This is a flowchart illustrating the implementation of a method for distributing braking force on a rail vehicle according to another embodiment of the present invention.

[0048] Figure 4 This is a schematic diagram of basic braking switching provided in an embodiment of the present invention;

[0049] Figure 5 This is a schematic diagram of the structure of a braking force distribution device for a rail vehicle provided in an embodiment of the present invention;

[0050] Figure 6 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0051] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0052] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0053] Figure 1 A flowchart illustrating the implementation of a method for distributing braking force on a rail vehicle, as provided in an embodiment of the present invention, is described in detail below:

[0054] Step 101: Calculate the target braking force required by the vehicle based on the vehicle's braking parameters.

[0055] The vehicle's braking parameters here include the current vehicle load, the load borne by the bogies, the number of bogies currently available for air braking, and the base number of brakes configured on each axle of the bogies. In one embodiment, the target braking force required by the vehicle is calculated based on the commonly used braking commands and the aforementioned braking parameters.

[0056] The BCU manages braking force, thus the vehicle's braking system calculates the target braking force required by the vehicle.

[0057] See Figure 2As shown, the braking command is sent from the driver controller or the Automatic Train Control (ATC) to the Train Control Management System (TCMS) via the analog input / output module. The TCMS then transmits the braking command to the BCU and DCU in real time.

[0058] The BCU sends the real-time loads borne by each bogie of the vehicle, the vehicle's load, and the load status to the TCMS, which then transmits the data to the DCU.

[0059] The BCU performs load calculations and transmits the data to the DCU via TCMS.

[0060] Step 102: Determine the electric braking force fed back by the vehicle's traction control unit.

[0061] The electric braking force of each bogie is calculated by the traction control unit (DCU) based on the braking command, braking level, and load, and is sent to the braking system in real time via the TCMS. The braking system determines the total electric braking force of the vehicle based on the electric braking force of each bogie.

[0062] Since there is no heat capacity issue when applying electric braking, electric braking should be applied first, and the application of electric braking should take into account the transfer of axle load.

[0063] Before step 102, the following is also included:

[0064] The system detects whether the target braking force is greater than the electric braking force. If the target braking force is greater than the electric braking force, step 102 is executed. If the target braking force is not greater than the electric braking force, the vehicle only applies electric braking force and no longer applies air braking force. At this time, the electric braking force is distributed according to the number of vehicles participating in electric braking.

[0065] Step 103: When the target braking force is greater than the electric braking force, obtain the real-time load borne by each bogie, and calculate the first air braking force to be applied to each bogie based on the target braking force, the electric braking force and the load corresponding to each bogie.

[0066] When the target braking force is greater than the electric braking force, air braking force is required to supplement the insufficient distribution of electric braking force.

[0067] When a rail vehicle has only one bogie for a single car, the electric braking is distributed according to the car, and the braking force distribution between bogies is no longer considered.

[0068] When a car on a rail vehicle has two or more bogies, the aerodynamic braking force between the bogies can be dynamically distributed to accommodate situations where the bogies bear different weights during the braking force distribution process, which could lead to vehicle slippage.

[0069] Before performing dynamic air braking force distribution, we first calculate the basic air braking force that needs to be applied to each bogie, i.e., the first air braking force.

[0070] Optionally, based on the target braking force, electric braking force, and the load corresponding to each bogie, the first aerodynamic braking force to be applied to each bogie can be calculated, which may include:

[0071] According to F i =(F total -F ed )*(M i / M total Calculate the initial air braking force required for each bogie;

[0072] Among them, F i F represents the first air braking force that needs to be applied to the i-th bogie. total F represents the target braking force. ed M represents electric braking force. i M represents the load borne by the i-th bogie in real time. total This indicates the weight of the entire vehicle.

[0073] In other words, when each bogie is in normal use and the air braking force does not exceed the vehicle's maximum adhesion force, each bogie can apply braking force using the first air braking force. However, when a bogie malfunctions or the required first air braking force exceeds the air braking force at its wheel's maximum adhesion force, dynamic distribution of air braking force between bogies is necessary.

[0074] Step 104: If the air brake of the k-th bogie is unavailable, or the required first air braking force exceeds the air braking force required when its wheel has maximum adhesion, the required air braking force of the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force of the i-th bogie. The i-th bogie is defined as either having available air brakes or an air braking force that does not exceed the air braking force required when its wheel has maximum adhesion. Where k ≠ i.

[0075] In this embodiment, we describe the distribution of dynamic air braking force in two cases: when the air braking of a bogie is unavailable, and when the first air braking force to be applied exceeds the maximum adhesion of its wheels.

[0076] In one embodiment, see Figure 3As shown, if the air brakes of the k-th bogie are unavailable, we need to distribute the air braking force required by the k-th bogie to the other bogies so that the air braking force and electric braking force applied by all bogies meet the target braking force required by the vehicle. Based on the target braking force, electric braking force, the load corresponding to the k-th bogie, and the load corresponding to the i-th bogie, we calculate the second air braking force allocated from the air braking force of the k-th bogie to the i-th bogie, where the i-th bogie is the available bogie. We then calculate the sum of the first air braking force and the second air braking force, and use this sum as the air braking force of the i-th bogie.

[0077] Optionally, calculating the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie may include:

[0078] According to F ki =(F total -F ed )*(M k / M total )*(M i / M total Calculate the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie;

[0079] Among them, F ki M represents the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie. k This represents the load borne by the k-th bogie in real time.

[0080] In one embodiment, see Figure 3 As shown, if the first air braking force required for the k-th bogie exceeds the air braking force when its wheel has maximum adhesion, the excess braking force is calculated. Based on the excess braking force, target braking force, electric braking force, load corresponding to the k-th bogie, and load corresponding to the i-th bogie, the third air braking force distributed on the i-th bogie is calculated, where the i-th bogie is the bogie whose first air braking force does not exceed the maximum adhesion of its wheel. The sum of the first air braking force and the third air braking force is calculated and used as the air braking force of the i-th bogie.

[0081] Optionally, the excess braking force is the first air braking force required for the k-th bogie minus the air braking force at the maximum adhesion of its wheels.

[0082] Then it can be based on F k'i =(F k -F nian )*(M k / M total )*(Mi / M total Calculate the third air braking force distributed on the i-th bogie by the air braking force of the k-th bogie; where F k'i F represents the third air braking force distributed on the i-th bogie by the air braking force of the k-th bogie. k F represents the air braking force of the k-th bogie. nian This represents the aerodynamic braking force at the maximum adhesion of the wheel corresponding to the k-th bogie.

[0083] By adopting a dynamic distribution method of air braking force, when the air braking of the bogie is unavailable or the first air braking force to be applied exceeds the air braking force when the maximum adhesion of its wheel is exceeded, all or part of the air braking force of the current bogie can be distributed to other bogies in the same car. This can reduce the problem of fixed distribution of braking force between bogies for axle load transfer, and the vehicle will no longer slip due to unreasonable bogie braking force.

[0084] In one embodiment, when a rail vehicle brakes on a long slope, the use of equal adhesion or equal wear braking force distribution may cause some basic brakes to bear excessive braking load, resulting in braking failure, damage to the basic brakes, and affecting the braking effect.

[0085] Depending on the space available in the bogie, a certain number of brake discs can be installed on the axle. By alternating the engagement of the basic brakes, the braking thermal load on long slopes can be reduced, preventing the thermal load of the basic brakes from exceeding the limit and improving the safety of vehicle braking.

[0086] In one embodiment, when a predetermined number of brake discs are configured on the axle of the bogie, after step 104, the method further includes:

[0087] The basic braking force of each brake disc in the current bogie is determined based on the air braking force of the current bogie, the number of brake discs configured on each axle of the current bogie, and the proportion of brake discs participating in the basic braking.

[0088] The theoretical stopping time of the vehicle is calculated based on the vehicle speed and the braking level sent by the driver controller.

[0089] If the actual braking time is greater than or equal to the theoretical stopping time, the brake disc currently participating in basic braking will be switched to basic braking from the brake disc not participating in basic braking.

[0090] Optionally, if the actual braking time is less than the theoretical stopping time, the brake disc currently participating in basic braking will continue to provide basic braking, and the basic braking will not be switched.

[0091] Optionally, the basic braking force of each brake disc in the current bogie can be determined based on the air braking force of the current bogie, the number of brake discs configured on each axle of the current bogie, and the proportion participating in basic braking. This can include:

[0092] According to F j =F i / (2n j r) Determine the base braking force of each brake disc in the current bogie, where F j F represents the basic braking force of the j-th brake disc in the current bogie. i This represents the air braking force of the current bogie, i.e., the air braking force of the i-th bogie, n. j This indicates the number of brake discs configured on each axle of the current bogie, where r represents the proportion involved in basic braking.

[0093] Here, r can take values ​​of 1, 1 / 2, 1 / 3, ..., where 1 represents all brake discs on a shaft participating in basic braking. In this case, switching to basic braking is not possible, and all basic brakes participate until the vehicle stops. This is used for emergency braking. 1 / 2 represents half of the basic brakes on a shaft participating in braking. Braking on long slopes with small increments uses partial participation of basic brakes.

[0094] It should be noted that if the base braking force of the j-th brake disc exceeds the sticking wheel, the excess base braking force is distributed to other bogies, and the distribution principle is similar to that of the k-th bogie where the air brake is unavailable.

[0095] In one embodiment, if the actual braking time is greater than or equal to the theoretical stopping time, the brake disc currently participating in basic braking is switched to basic braking from the brake disc not participating in basic braking, including:

[0096] If the actual braking time is greater than or equal to the theoretical stopping time, using the same brake disc continuously will result in high brake disc temperature, which can easily lead to damage. Therefore, a passive or active switching method can be used to switch the basic braking.

[0097] During passive switching, upon receiving the switching control signal sent by the BCU, the N brake discs currently participating in basic braking reduce their air braking force according to a preset slope, while the N brake discs to be participating in braking apply air braking force according to a preset slope until the switching of brake discs is completed, where N is a positive integer greater than or equal to 1.

[0098] It should be noted that the number of brake discs currently engaged in basic braking is the same as the number of brake discs to be engaged in basic braking. Furthermore, the rate of change of air braking force of the brake discs currently engaged in basic braking is the same as the rate of change of air braking force of the brake discs to be engaged in basic braking; the only difference is that one shows a decrease in air braking force while the other shows an increase. See [link to relevant documentation]. Figure 4 As shown, t0 represents the receipt of the switching control signal, t0 to t1 represents the switching time, and the basic braking force F applied before the switching is... j0 The braking force F begins to decrease at time t0 and completes the switching at time t1. The basic braking force F applied after the switching is... j1 The braking force begins to increase at time t0, applies full braking force at time t1, stops at time t2, and stops at time t3. V represents the vehicle's speed.

[0099] During active switching, the N brake discs participating in basic braking are switched to the N brake discs to participate in braking according to a preset time interval.

[0100] It should be noted that the removed brake discs are cooled by air during driving so that they can be reused in the next cycle or the next switching period.

[0101] After braking is applied, the actual deceleration of the vehicle is monitored, and the deceleration rate of change is calculated based on the target deceleration and the actual deceleration; optionally, the deceleration rate of change is calculated based on k = (a0 - a) / a0, where k represents the deceleration rate of change, a0 represents the target deceleration, and a represents the actual deceleration.

[0102] When the rate of change of deceleration is greater than or equal to the first preset value, an additional air braking force is added based on the currently used air braking force, and an updated fourth air braking force is used for air braking; optionally, the added air braking force can be obtained from experiments, and the amount of the added air braking force is not limited in this embodiment.

[0103] When the rate of change of deceleration is greater than or equal to the second preset value and less than the first preset value, the currently used air braking force remains unchanged.

[0104] When the rate of change of deceleration is less than a second preset value, the air braking force is reduced based on the currently used air braking force, and an updated fifth air braking force is used for air braking. Optionally, the reduced air braking force can be determined experimentally, and the amount of reduction in air braking force is not limited in this embodiment.

[0105] The first preset value and the second preset value can be set according to actual needs. In this embodiment, the values ​​of the first preset value and the second preset value are not limited. For example, the first preset value can be 3%, and the second preset value can be -3%.

[0106] Braking force fine-tuning based on deceleration closed-loop monitoring can improve braking smoothness and braking distance accuracy.

[0107] This invention calculates the target braking force required by the vehicle based on its braking parameters; receives the electric braking force fed back from the vehicle's traction control unit; when the target braking force is greater than the electric braking force, it obtains the real-time load borne by each bogie, and calculates the first air braking force required for each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie; if the air brake of the k-th bogie is unavailable, or the required first air braking force exceeds the air braking force required when its wheel has maximum adhesion, the required air braking force of the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force of the i-th bogie. This invention, by dynamically adjusting the braking force between bogies during parking when axle load transfer and vehicle load distribution are uneven, can reduce the vehicle slippage problem caused by fixed braking force distribution among bogies during axle load transfer. The method of alternating basic braking on the brake discs of the axles can reduce the braking heat load on long slopes and improve vehicle braking safety. Braking force fine-tuning based on deceleration closed-loop monitoring can maintain braking force balance, improve braking smoothness and braking distance accuracy.

[0108] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0109] The following are device embodiments of the present invention. For details not described in detail, please refer to the corresponding method embodiments described above.

[0110] Figure 5 A schematic diagram of a braking force distribution device for a rail vehicle according to an embodiment of the present invention is shown. For ease of explanation, only the parts related to the embodiment of the present invention are shown, and are described in detail below:

[0111] like Figure 5 As shown, a braking force distribution device 5 for a rail vehicle includes: a calculation module 51, a receiving module 52, and a braking force distribution module 53.

[0112] The calculation module 51 is used to calculate the target braking force required by the vehicle based on the vehicle's braking parameters.

[0113] The receiving module 52 is used to determine the electric braking force fed back by the vehicle's traction control unit;

[0114] The calculation module 51 is also used to obtain the real-time load borne by each bogie when the target braking force is greater than the electric braking force, and to calculate the first air braking force to be applied to each bogie based on the target braking force, the electric braking force and the load corresponding to each bogie.

[0115] The braking force distribution module 53 is used to dynamically distribute the air braking force to be applied to the k-th bogie to the i-th bogie when the air brake of the k-th bogie is unavailable or the first air braking force to be applied exceeds the air braking force when the maximum adhesion of its wheels is exceeded, so as to obtain the air braking force of the i-th bogie. The i-th bogie is the bogie with air braking force when the air brake of the same car is available or the air braking force does not exceed the maximum adhesion of its wheels.

[0116] In one possible implementation, if the air brakes of the k-th bogie are unavailable, or if the required first air braking force exceeds the air braking force required when its wheels have maximum adhesion, the braking force distribution module 53 dynamically distributes the required air braking force of the k-th bogie to the i-th bogie. When the air braking force of the i-th bogie is obtained, it is used for:

[0117] If the air brake of the kth bogie is unavailable, calculate the second air brake force of the kth bogie distributed on the i-th bogie based on the target braking force, electric braking force, the load corresponding to the kth bogie and the load corresponding to the i-th bogie, where the i-th bogie is the available bogie.

[0118] Calculate the sum of the first air braking force and the second air braking force, and use the sum as the air braking force of the i-th bogie.

[0119] In one possible implementation, if the air brakes of the k-th bogie are unavailable, or if the required first air braking force exceeds the air braking force required when its wheels have maximum adhesion, the braking force distribution module 53 dynamically distributes the required air braking force of the k-th bogie to the i-th bogie. When the air braking force of the i-th bogie is obtained, it is used for:

[0120] If the first air braking force required for the k-th bogie exceeds the air braking force required when its wheel has maximum adhesion, calculate the excess braking force.

[0121] Based on the excess braking force, target braking force, electric braking force, load corresponding to the kth bogie and load corresponding to the ith bogie, calculate the third air braking force of the kth bogie distributed on the ith bogie, where the ith bogie is the bogie whose first air braking force to be applied does not exceed the maximum adhesion of its wheel.

[0122] Calculate the sum of the first air braking force and the third air braking force, and use the sum as the air braking force of the i-th bogie.

[0123] In one possible implementation, when the calculation module 51 calculates the first air braking force to be applied to each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie, it is used for:

[0124] According to F i =(F total -F ed )*(M i / M total Calculate the initial air braking force required for each bogie;

[0125] Among them, F i F represents the first air braking force that needs to be applied to the i-th bogie. total F represents the target braking force. ed M represents electric braking force. i M represents the load borne by the i-th bogie in real time. total Indicates the weight of the entire vehicle;

[0126] In one possible implementation, when the calculation module 51 calculates the air braking force of the k-th bogie and the second air braking force allocated on the i-th bogie, it is used for:

[0127] According to F ki =(F total -F ed )*(M k / M total )*(M i / M total Calculate the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie;

[0128] Among them, F ki M represents the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie. k This represents the load borne by the k-th bogie in real time.

[0129] In one possible implementation, when a preset number of brake discs are configured on the axle of the bogie, the calculation module 51 is further configured to determine the number of brake discs participating in the basic braking in the current bogie based on the current air braking force of the bogie, the number of brake discs configured on each axle of the current bogie, and the proportion participating in the basic braking; and to calculate the theoretical stopping time of the vehicle based on the vehicle speed and the braking level sent by the driver controller.

[0130] The braking force distribution module 53 is also used to: switch the brake disc currently participating in basic braking to the brake disc not participating in basic braking if the actual braking time is greater than or equal to the theoretical stopping time.

[0131] In one possible implementation, if the actual braking time is greater than or equal to the theoretical stopping time, the braking force distribution module 53, when switching the brake disc currently participating in basic braking from the brake disc not participating in basic braking, is used for:

[0132] If the actual braking time is greater than or equal to the theoretical stopping time, the switching control signal sent by the BCU is received. The N brake discs currently participating in the basic braking reduce the air braking force according to the preset slope, while the N brake discs to be participating in the braking apply air braking force according to the preset slope until the switching of the brake discs is completed. N is a positive integer greater than or equal to 1.

[0133] Alternatively, the N brake discs participating in basic braking can be switched with the N brake discs to be participating in braking at preset time intervals.

[0134] In one possible implementation, the calculation module 51 is further configured to: monitor the actual deceleration of the vehicle after braking is applied, and calculate the rate of change of deceleration based on the target deceleration and the actual deceleration;

[0135] When the rate of change of deceleration is greater than or equal to the first preset value, the braking force distribution module 53 is further configured to increase the air braking force based on the currently used air braking force and use the updated fourth air braking force for air braking; and when the rate of change of deceleration is greater than or equal to the second preset value and less than the first preset value, the currently used air braking force is kept unchanged; and when the rate of change of deceleration is less than the second preset value, the air braking force is reduced based on the currently used air braking force and the updated fifth air braking force is used for air braking.

[0136] The aforementioned rail vehicle braking force distribution device calculates the target braking force required by the vehicle based on the vehicle's braking parameters. The receiving module receives the electric braking force fed back from the vehicle's traction control unit. When the target braking force is greater than the electric braking force, the calculation module obtains the real-time load borne by each bogie and calculates the first air braking force required for each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie. If the air brake of the k-th bogie is unavailable, or the required first air braking force exceeds the air braking force required when its wheel has maximum adhesion, the braking force distribution module dynamically distributes the required air braking force of the k-th bogie to the i-th bogie, thus obtaining the air braking force of the i-th bogie. This embodiment of the invention, by dynamically adjusting the braking force between bogies during axle load transfer and uneven vehicle load distribution during parking, can reduce the vehicle slippage problem caused by fixed braking force distribution among bogies during axle load transfer. The method of alternating switching of basic brakes on the brake discs on the axles can reduce the braking heat load on long slopes and improve vehicle braking safety. Braking force fine-tuning based on deceleration closed-loop monitoring can maintain braking force balance and improve braking smoothness and braking distance accuracy.

[0137] This invention also provides a vehicle, which includes electronic equipment. Figure 6 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. For example... Figure 6 As shown, the electronic device 6 in this embodiment includes: a processor 60, a memory 61, and a computer program 62 stored in the memory 61 and executable on the processor 60. When the processor 60 executes the computer program 62, it implements the steps in the various embodiments of the rail vehicle braking force distribution method described above, for example... Figure 1 Steps 101 to 104 are shown. Alternatively, when the processor 60 executes the computer program 62, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of modules / units 41 to 43 shown.

[0138] For example, the computer program 62 can be divided into one or more modules / units, which are stored in the memory 61 and executed by the processor 60 to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of the computer program 62 in the electronic device 6. For example, the computer program 62 can be divided into... Figure 4 Modules / units 41 to 43 are shown.

[0139] The electronic device 6 may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will understand that... Figure 6 This is merely an example of electronic device 6 and does not constitute a limitation on electronic device 6. It may include more or fewer components than shown, or combine certain components, or different components. For example, the electronic device may also include input / output devices, network access devices, buses, etc.

[0140] The processor 60 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0141] The memory 61 can be an internal storage unit of the electronic device 6, such as a hard disk or memory. The memory 61 can also be an external storage device of the electronic device 6, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 61 can include both internal and external storage units of the electronic device 6. The memory 61 is used to store the computer program and other programs and data required by the electronic device. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0142] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0143] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0144] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0145] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0146] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0147] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0148] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the above embodiments of the rail vehicle braking force distribution method. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0149] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for distributing braking force on a rail vehicle, characterized in that, include: Calculate the target braking force required by the vehicle based on its braking parameters; Determine the electric braking force fed back from the vehicle's traction control unit; When the target braking force is greater than the electric braking force, the load borne by each bogie in real time is obtained, and the first air braking force to be applied to each bogie is calculated based on the target braking force, the electric braking force and the load corresponding to each bogie. If the air brake of the k-th bogie is unavailable, or the first air braking force to be applied exceeds the air braking force when its wheel has maximum adhesion, the air braking force to be applied to the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force of the i-th bogie. The i-th bogie is the bogie in the same car whose air brake is available or whose air braking force does not exceed the air braking force when its wheel has maximum adhesion. k ≠ i, and k and i are both positive integers greater than or equal to 1. When a preset number of brake discs are installed on the axle of the bogie, it also includes: The number of brake discs participating in the basic braking within the current bogie is determined based on the current bogie's air braking force, the number of brake discs configured on each axle of the current bogie, and the proportion of brake discs participating in the basic braking. The theoretical stopping time of the vehicle is calculated based on the vehicle speed and the braking level sent by the driver controller. If the actual braking time is greater than or equal to the theoretical stopping time, the brake disc currently participating in basic braking will be switched to basic braking from the brake disc not participating in basic braking.

2. The method for distributing braking force of a rail vehicle according to claim 1, characterized in that, If the air brakes of the k-th bogie are unavailable, or the required first air braking force exceeds the air braking force when its wheel has maximum adhesion, the required air braking force for the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force for the i-th bogie, including: If the air brake of the kth bogie is unavailable, the second air brake force of the air brake force of the kth bogie is calculated on the i-th bogie based on the target braking force, the electric braking force, the load corresponding to the kth bogie and the load corresponding to the i-th bogie, wherein the i-th bogie is an available bogie. Calculate the sum of the first air braking force and the second air braking force, and use the sum as the air braking force of the i-th bogie.

3. The method for distributing braking force of a rail vehicle according to claim 1, characterized in that, If the air brakes of the k-th bogie are unavailable, or the required first air braking force exceeds the air braking force when its wheel has maximum adhesion, the required air braking force for the k-th bogie is dynamically distributed to the i-th bogie to obtain the air braking force for the i-th bogie, including: If the first air braking force required for the k-th bogie exceeds the air braking force required when its wheel has maximum adhesion, calculate the excess braking force. Based on the excess braking force, the target braking force, the electric braking force, the load corresponding to the kth bogie and the load corresponding to the ith bogie, calculate the third air braking force distributed on the ith bogie by the air braking force of the kth bogie, wherein the ith bogie is the bogie whose air braking force is required to be applied when the first air braking force does not exceed the maximum adhesion of its wheel. Calculate the sum of the first air braking force and the third air braking force, and use the sum as the air braking force of the i-th bogie.

4. The method for distributing braking force of a rail vehicle according to claim 2, characterized in that, The step of calculating the first aerodynamic braking force to be applied to each bogie based on the target braking force, the electric braking force, and the load corresponding to each bogie includes: according to Calculate the initial air braking force required for each bogie; in, This represents the first air braking force that needs to be applied to the i-th bogie. Indicates the target braking force. Indicates electric braking force. This represents the load borne by the i-th bogie in real time. Indicates the weight of the entire vehicle; Calculating the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie includes: according to Calculate the second air braking force distributed on the i-th bogie by the air braking force of the k-th bogie. in, This represents the second air braking force distributed on the i-th bogie, representing the air braking force of the k-th bogie. This represents the load borne by the k-th bogie in real time.

5. The method for distributing braking force of a rail vehicle according to any one of claims 1-4, characterized in that, If the actual braking time is greater than or equal to the theoretical stopping time, the process of switching the brake disc currently participating in basic braking to the brake disc not participating in basic braking includes: If the actual braking time is greater than or equal to the theoretical stopping time, the switching control signal sent by the BCU is received. The N brake discs currently participating in the basic braking reduce the air braking force according to the preset slope. At the same time, the N brake discs to be participating in the braking apply air braking force according to the preset slope until the switching of the brake discs is completed. N is a positive integer greater than or equal to 1. Alternatively, the N brake discs participating in basic braking can be switched with the N brake discs to be participating in braking at preset time intervals.

6. The method for distributing braking force of a rail vehicle according to any one of claims 1-4, characterized in that, Also includes: When braking is applied, the actual deceleration of the vehicle is monitored, and the rate of change of deceleration is calculated based on the target deceleration and the actual deceleration. When the rate of change of deceleration is greater than or equal to the first preset value, an air braking force is added on the basis of the currently used air braking force, and the updated fourth air braking force is used for air braking. When the rate of change of deceleration is greater than or equal to the second preset value and less than the first preset value, the currently used air braking force remains unchanged; When the rate of change of deceleration is less than the second preset value, the air braking force is reduced based on the currently used air braking force, and the updated fifth air braking force is used for air braking.

7. A braking force distribution device for a rail vehicle, characterized in that, include: The calculation module is used to calculate the target braking force required by the vehicle based on the vehicle's braking parameters. The receiving module is used to determine the electric braking force fed back by the vehicle's traction control unit; The calculation module is also used to obtain the real-time load borne by each bogie when the target braking force is greater than the electric braking force, and to calculate the first air braking force that needs to be applied to each bogie based on the target braking force, the electric braking force and the load corresponding to each bogie. The braking force distribution module is used to dynamically distribute the air braking force to be applied to the k-th bogie to the i-th bogie when the air brake of the k-th bogie is unavailable or the first air braking force to be applied exceeds the air braking force when the maximum adhesion of its wheel exceeds the maximum adhesion of its wheel. The i-th bogie is the bogie in the same car where the air brake is available or the air braking force does not exceed the maximum adhesion of its wheel. k ≠ i, and k and i are both positive integers greater than or equal to 1. The calculation module is also used to determine the number of brake discs participating in the basic braking in the current bogie based on the air braking force of the current bogie, the number of brake discs configured on each axle of the current bogie, and the proportion participating in the basic braking when a preset number of brake discs are configured on the axle of the bogie; and to calculate the theoretical stopping time of the vehicle based on the vehicle speed and the braking level sent by the driver controller. The braking force distribution module is also used to switch the brake disc currently participating in basic braking to the brake disc not participating in basic braking if the actual braking time is greater than or equal to the theoretical stopping time.

8. A vehicle, the vehicle including electronic equipment, the electronic equipment including a memory and a processor, the memory for storing a computer program, the processor for calling and running the computer program stored in the memory, characterized in that, When the processor executes the computer program, it implements the steps of the method for distributing braking force of a rail vehicle as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method for distributing braking force of a rail vehicle as described in any one of claims 1 to 6.

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