A control method and system for a rail vehicle

Abstract

This application discloses a control method and system for rail transit vehicles, which reduces signal relay and improves vehicle control accuracy. The method includes: a central control unit detecting the vehicle's control mode and current operating state within a first control cycle; the central control unit acquiring traction and braking commands based on the vehicle's control mode within the first control cycle; the central control unit generating a first traction force and a first braking force based on the braking command priority principle; the central control unit adjusting the first traction force and the first braking force according to the vehicle's current operating state within the first control cycle to obtain a total traction force, a total electric braking force, and a total air braking force; the central control unit sending the traction command, braking command, total traction force, and total electric braking force to the traction module; and the central control unit sending the braking command and total air braking force to the braking module.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a control method and system for rail transit vehicles. Background Technology

[0002] Current urban rail transit vehicles can include a traction subsystem, a braking subsystem, and a control network. The traction subsystem is used to traction the vehicle, and the braking subsystem is used to brake the vehicle. That is, the traction and braking of the vehicle are achieved in a distributed control manner, and the control network only participates in the transmission of instructions and the forwarding of signals.

[0003] The transmission of commands and signals to the vehicle increases signal transmission delay. Furthermore, distributed control increases the difficulty of coordination between the traction and braking subsystems, resulting in lower vehicle control precision. Summary of the Invention

[0004] This application provides a control method and system for rail transit vehicles, which reduces signal relay and improves vehicle control accuracy.

[0005] To address the aforementioned technical problems, this application provides the following technical solutions:

[0006] In a first aspect, embodiments of this application provide a control method for a rail transit vehicle. The method is applicable to the control system of a rail transit vehicle, which includes: a central control unit, a driver controller, a signal controller, a traction module, and a braking module, wherein the central control unit is connected to the driver controller, the signal controller, the traction module, and the braking module, respectively.

[0007] The method includes:

[0008] The central control unit detects the vehicle control mode and the current operating status of the vehicle during the first control cycle.

[0009] The central control unit obtains traction and braking commands based on the vehicle control mode of the vehicle in the first control cycle. When the vehicle control mode of the vehicle in the first control cycle is the signal controller control mode, the traction and braking commands are determined based on the signal control commands sent by the signal controller; or, when the vehicle control mode of the vehicle in the first control cycle is the driver controller control mode, the traction and braking commands are determined based on the driver control commands sent by the driver controller.

[0010] The central control unit generates a first traction force and a first braking force according to the principle of prioritizing braking commands, through the traction command and the braking command.

[0011] The central control unit adjusts the first traction force and the first braking force according to the current operating status of the vehicle in the first control cycle to obtain the total traction force, total electric braking force and total air braking force.

[0012] The central control unit sends the traction command, the braking command, the total traction force, and the total electric braking force to the traction module; and the central control unit sends the braking command and the total air braking force to the braking module.

[0013] In conjunction with the first aspect, in one possible implementation of the first aspect, adjusting the first traction force and the first braking force based on the vehicle's current operating state during the first control cycle to obtain total traction force, total electric braking force, and total air braking force includes:

[0014] The first traction force and the first braking force are adjusted according to the current operating status of the vehicle during the first control cycle to obtain the second traction force and the second braking force.

[0015] According to the vehicle's preset impulse limit control function, the second traction force and the second braking force are adjusted to obtain the total traction force, total electric braking force and total air braking force.

[0016] In conjunction with the first aspect, in one possible implementation of the first aspect, the central control unit generates a first traction force and a first braking force according to the principle of braking command priority, through the traction command and the braking command, including:

[0017] The central control unit determines the vehicle's acceleration during the first control cycle based on the traction command;

[0018] The central control unit calculates the first traction force required by the vehicle in the first control cycle based on the vehicle's acceleration during the first control cycle, a preset traction force calculation coefficient, and the vehicle's mass.

[0019] In conjunction with the first aspect, in one possible implementation of the first aspect, the first braking force includes: a first total electric braking force value and a first total air braking force value;

[0020] The central control unit generates a first traction force and a first braking force according to the braking command priority principle, through the traction command and the braking command, including:

[0021] When the vehicle control mode is signal controller control mode in the first control cycle, the central control unit obtains the target deceleration of the vehicle in the first control cycle according to the signal control command.

[0022] The central control unit calculates the total braking force required by the vehicle in the first control cycle based on the target deceleration of the vehicle in the first control cycle, the preset braking force calculation coefficient, and the mass of the vehicle.

[0023] When the total electric braking capacity of the vehicle is greater than or equal to the total braking force required by the vehicle in the first control cycle, the central control unit determines the first total electric braking force value and determines the first total air braking force value to be zero based on the total braking force required by the vehicle in the first control cycle.

[0024] When the total electric braking capacity of the vehicle is less than the total braking force required by the vehicle in the first control cycle, the central control unit determines the first total electric braking force value based on the total electric braking capacity of the vehicle, and determines the first total air braking force value based on the total braking force required by the vehicle in the first control cycle and the first total electric braking force value.

[0025] In conjunction with the first aspect, in one possible implementation of the first aspect, the first braking force includes: a second total electric braking force value and a second total air braking force value;

[0026] The central control unit generates a first traction force and a first braking force according to the braking command priority principle, through the traction command and the braking command, including:

[0027] When the vehicle control mode is the driver controller control mode during the first control cycle, the central control unit obtains the braking level of the vehicle during the first control cycle according to the driver control command.

[0028] The central control unit calculates the total braking force required by the vehicle in the first control cycle based on the vehicle's braking level in the first control cycle, the preset braking force calculation coefficient, and the vehicle's mass.

[0029] When the total electric braking capacity of the vehicle is greater than or equal to the total braking force required by the vehicle in the first control cycle, the central control unit determines the second total electric braking force value based on the total braking force required by the vehicle in the first control cycle, and determines that the second total air braking force value is equal to zero.

[0030] When the total electric braking capacity of the vehicle is less than the total braking force required by the vehicle in the first control cycle, the central control unit determines the second total electric braking force value based on the total electric braking capacity of the vehicle, and determines the second total air braking force value based on the total braking force required by the vehicle in the first control cycle and the second total electric braking force value.

[0031] In conjunction with the first aspect, in one possible implementation of the first aspect, the first braking force includes: a third total electric braking force value and a third total air braking force value;

[0032] The central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating status during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, including:

[0033] The central control unit determines whether the vehicle needs to apply holding brakes based on the vehicle's current operating status during the first control cycle;

[0034] The central control unit adjusts the third total air braking force value according to the vehicle's required braking force to obtain a total air braking force, which is greater than the vehicle's required braking force.

[0035] The central control unit adjusts the third total electric braking force value based on the total braking force required by the vehicle and the total air braking force, thereby determining the total electric braking force.

[0036] In conjunction with the first aspect, in one possible implementation of the first aspect, the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle during the first control cycle to obtain total traction force, total electric braking force, and total air braking force, including:

[0037] The central control unit detects whether the vehicle meets the conditions for entering closed-loop control based on the vehicle's current operating status in the first control cycle. The closed-loop control conditions include: the difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle before the first control cycle is less than the closed-loop control limit; and the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is less than the closed-loop control deceleration limit.

[0038] When the difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle prior to the first control cycle is less than the closed-loop control limit, and the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is less than the closed-loop control deceleration limit, the central control unit acquires the deceleration difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle.

[0039] The central control unit determines the total aerodynamic braking force of the vehicle in the first control cycle based on the total aerodynamic braking force of the vehicle in the second control cycle.

[0040] The central control unit calculates the total electric braking force required by the vehicle in the first control cycle based on the deceleration difference, the preset braking force calculation coefficient, and the vehicle's mass.

[0041] In conjunction with the first aspect, in one possible implementation of the first aspect, the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle during the first control cycle to obtain the total traction force, the total electric braking force, and the total air braking force, and further includes:

[0042] When the difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle prior to the first control cycle is greater than or equal to the closed-loop control limit, or when the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is greater than or equal to the closed-loop control deceleration limit, the central control unit adjusts the first braking force according to the preset braking force calculation coefficient, the mass of the vehicle, and the expected deceleration of the vehicle in the first control cycle to obtain the total braking force of the vehicle in the first control cycle;

[0043] The central control unit determines the total electric braking force of the vehicle in the first control cycle based on the vehicle's total electric braking capacity value and a preset electric braking adjustment ratio.

[0044] The central control unit determines the total air braking force of the vehicle in the first control cycle based on the total braking force of the vehicle in the first control cycle and the total electric braking force of the vehicle in the first control cycle.

[0045] In conjunction with the first aspect, in one possible implementation of the first aspect, after the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, the method further includes:

[0046] When the vehicle's control mode is signal controller control mode during the first control cycle, the central control unit obtains the vehicle's holding braking equivalent hill acceleration during the first control cycle according to the signal control command.

[0047] The central control unit adjusts the first braking force according to the preset braking force calculation coefficient, the mass of the vehicle, and the equivalent hill acceleration of the vehicle during the first control cycle, so as to obtain the braking force required by the vehicle during the first control cycle.

[0048] When the signal control command includes a jump command indicating that the vehicle is in jump mode during the first control cycle, the central control unit determines the real-time holding braking force of the vehicle during the first control cycle based on the holding braking force required by the vehicle during the first control cycle.

[0049] When the signal control command includes a jump command indicating that the vehicle is in a non-jump mode during the first control cycle, the signal control command includes a hold brake application command or the vehicle does not move forward during the first control cycle. The central control unit determines the real-time hold brake force of the vehicle during the first control cycle based on the hold brake force required by the vehicle during the first control cycle, the preset hold brake adjustment ratio, and the total traction force.

[0050] or,

[0051] When the vehicle's control mode is the driver controller control mode during the first control cycle, the central control unit detects whether the vehicle is stationary based on the vehicle's current operating status during the first control cycle.

[0052] When the vehicle is in the stationary state, the central control unit determines the real-time holding braking force of the vehicle in the first control cycle based on the vehicle's maximum holding braking force, the preset holding braking adjustment ratio, and the total traction force.

[0053] When the vehicle is not in the stationary state, the central control unit determines that the real-time braking force of the vehicle during the first control cycle is zero.

[0054] Secondly, embodiments of this application also provide a control system for a rail transit vehicle, the control system of the rail transit vehicle including: a central control unit, a driver controller, a signal controller, a traction module and a braking module, wherein the central control unit is connected to the driver controller, the signal controller, the traction module and the braking module respectively;

[0055] The central control unit is used to execute the control method for rail transit vehicles as described in any one of the first aspects.

[0056] In the second aspect of this application, the components of the control system of the rail transit vehicle can also perform the steps described in the first aspect and various possible implementations, as detailed in the foregoing description of the first aspect and various possible implementations.

[0057] Thirdly, embodiments of this application provide a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in the first aspect above.

[0058] Fourthly, embodiments of this application provide a computer program product containing instructions that, when run on a computer, cause the computer to perform the method described in the first aspect above.

[0059] Fifthly, embodiments of this application provide a communication device, which may include entities such as terminal devices or chips. The communication device includes: a processor and a memory; the memory is used to store instructions; the processor is used to execute the instructions in the memory, causing the communication device to perform the method as described in any one of the first or second aspects above.

[0060] As can be seen from the above technical solutions, the embodiments of this application have the following advantages:

[0061] In the control system of the rail transit vehicle provided in this application embodiment, the central control unit first detects the vehicle control mode and the current operating status of the vehicle in the first control cycle. The central control unit obtains traction and braking commands based on the vehicle control mode in the first control cycle. These traction and braking commands can originate from signal control commands from the signal controller or driver control commands from the driver controller. Then, according to the braking command priority principle, the central control unit generates a first traction force and a first braking force through the traction and braking commands. Next, the central control unit adjusts the first traction force and the first braking force according to the current operating status of the vehicle in the first control cycle to obtain the total traction force, total electric braking force, and total air braking force. Finally, the central control unit can send traction commands, braking commands, total traction force, and total electric braking force to the traction module, and can also send braking commands and total air braking force to the braking module. In this embodiment, the signal controller and driver controller do not issue commands to the traction module and braking module separately. Instead, a central control unit is set in the control system of the rail transit vehicle. The traction and braking control is carried out in a centralized, efficient and precise manner by the central control unit to control the traction and braking commands from different controllers. This can reduce signal relay, shorten signal transmission distance, improve vehicle control accuracy and reduce the traction force required when the vehicle starts. Attached Figure Description

[0062] Figure 1 A flowchart illustrating a control method for a rail transit vehicle provided in an embodiment of this application;

[0063] Figure 2 A schematic diagram of the overall framework of traction braking control provided in the embodiments of this application;

[0064] Figure 3 A schematic diagram of the braking force calculation scheme provided in the embodiments of this application;

[0065] Figure 4 A schematic diagram of the electro-pneumatic hybrid braking closed-loop control scheme provided in the embodiments of this application;

[0066] Figure 5 A schematic diagram of the real-time braking force calculation scheme provided in the embodiments of this application;

[0067] Figure 6 This is a schematic diagram of the composition structure of a control system for a rail transit vehicle provided in an embodiment of this application. Detailed Implementation

[0068] This application provides a control method and system for rail transit vehicles, which reduces signal relay and improves vehicle control accuracy.

[0069] The embodiments of this application will now be described with reference to the accompanying drawings.

[0070] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0071] Traditional traction and braking schemes primarily rely on the independent operation of the traction and braking subsystems. The core control functions of urban rail transit vehicles are performed by the respective controllers of the traction and braking subsystems in a distributed control manner, with the control network only involved in command transmission and signal forwarding. However, signal relay inevitably leads to increased signal transmission delays, and distributed control increases the difficulty of coordination between the controllers.

[0072] To address this technical problem, this application provides a centralized, efficient, and precise traction braking control scheme. Specifically, this application provides a traction braking control method based on centralized control of a central control unit. The central control unit has multiple control functions, such as calculating and distributing the actual traction braking force, coordinating electro-pneumatic braking, maintaining braking application, and impulse limiting. This application can perform closed-loop control of the electro-pneumatic hybrid braking function under signal-controlled train operation, adjusting the maintaining braking force in real time according to the current route conditions and vehicle status. Simultaneously, it performs impulse limit control adjustment on both electric and pneumatic braking forces to limit changes in train acceleration.

[0073] In this embodiment of the application, urban rail transit vehicles may also be referred to as rail transit vehicles, or simply as vehicles, or simply as trains, without limitation.

[0074] This application provides a control method for a rail transit vehicle, applicable to the control system of a rail transit vehicle. The control system of the rail transit vehicle includes: a central control unit, a driver controller, a signal controller, a traction module, and a braking module, wherein the central control unit is connected to the driver controller, the signal controller, the traction module, and the braking module respectively.

[0075] like Figure 1 As shown in the figure, an embodiment of this application provides a control method for a rail transit vehicle, which includes the following steps:

[0076] 101. The central control unit detects the vehicle control mode and the current operating status of the vehicle during the first control cycle.

[0077] The central control unit connects to both the driver controller and the signal controller. The signal controller is the vehicle's own signal control system, while the driver controller is the signal control system located in the driver's cab. The driver controller can also be called the driver's controller. The vehicle can operate in two modes: signal control mode and driver control mode. The driver control mode, also known as manual mode, involves the driver issuing vehicle control commands through the driver controller in the driver's cab.

[0078] In this embodiment, the central control unit can be connected to the driver controller and the signal controller respectively, and thus receives vehicle control commands from the driver controller and the signal controller respectively through the network, and the vehicle is in different vehicle control modes.

[0079] In this embodiment, the central control unit uses a computer program to control the vehicle's operation mode. The central control unit can have multiple control cycles. In this embodiment, the current control cycle is taken as the first control cycle. The second control cycle that precedes the first control cycle can also be called the previous control cycle or the previous period.

[0080] In addition to detecting the vehicle's control mode during the first control cycle, the central control unit can also detect the vehicle's current operating status during the first control cycle. The detection of the vehicle's control mode and current operating status during the first control cycle can be performed simultaneously or sequentially, without limitation. Furthermore, the detection of the vehicle's current operating status during the first control cycle can be performed in real time and in multiple ways.

[0081] 102. The central control unit obtains traction and braking commands based on the vehicle's control mode during the first control cycle.

[0082] Specifically, when the vehicle's control mode during the first control cycle is the signal controller control mode, the traction command and braking command are determined according to the signal control command sent by the signal controller; or, when the vehicle's control mode during the first control cycle is the driver controller control mode, the traction command and braking command are determined according to the driver control command sent by the driver controller.

[0083] In this embodiment, the central control unit can acquire traction and braking commands in various ways depending on the vehicle control mode during the first control cycle. For example, the central control unit can interact with the signal controller to acquire traction and braking commands, or the central control unit can interact with the driver controller to acquire traction and braking commands.

[0084] For example, the central control unit receives traction commands, braking commands, and the acceleration required for vehicle operation from the signal controller. Similarly, the central control unit receives traction commands, braking commands, and the braking level of the vehicle from the driver controller. The braking level can specifically include traction and braking levels. For example, the braking level can be Pulse Width Modulation (PWM). As illustrated below, the braking level control of a subway train is mainly achieved through the signal system output of the driver controller (MC) or in automatic driving mode (VOBC). In manual driving mode, the driver controller outputs analog signals via hard-wired signals to control the train's braking level.

[0085] 103. The central control unit generates the first traction force and the first braking force through traction and braking commands, according to the principle of prioritizing braking commands.

[0086] In this embodiment, the central control unit prioritizes braking commands for vehicle safety, i.e., responding to vehicle braking control. After obtaining traction and braking commands in step 102, it can generate a first traction force and a first braking force based on these commands. For example, it generates a corresponding first traction force based on the traction command and a corresponding first braking force based on the braking command. For instance, the first traction force is a calculated initial traction force, which needs to be adjusted subsequently based on the vehicle's operating state. Similarly, the first braking force also needs to be adjusted based on the vehicle's operating state. In this embodiment, the vehicle's braking force can be divided into electric braking force and air braking force.

[0087] For example, vehicle braking includes electric braking and air braking. Electric braking utilizes the principle of electrokinetic energy feedback. When the train is running, the motor reverses its direction, generating a feedback current that is fed back into the circuit. This converts the train's kinetic energy into electrical energy and feeds it back into the power grid for use by other electrical appliances or for storage using energy storage devices, thus achieving energy conservation. Therefore, electric braking is an energy-saving braking method.

[0088] In some embodiments of this application, step 103, the central control unit generates a first traction force and a first braking force according to the principle of braking command priority, through traction commands and braking commands, including:

[0089] A1. The central control unit determines the vehicle's acceleration during the first control cycle based on the traction command;

[0090] A2. The central control unit calculates the first traction force required by the vehicle in the first control cycle based on the vehicle's acceleration in the first control cycle, the preset traction force calculation coefficient, and the vehicle's mass.

[0091] The traction command can indicate the vehicle's acceleration within the first control cycle, and the value of this acceleration is not limited. In this embodiment, there are multiple preset values ​​for the traction force calculation coefficient, which can be determined based on the application scenario. The vehicle's mass refers to its own weight; for example, the vehicle's weight can be the sum of the masses of its multiple compartments. In this embodiment, the traction force calculation coefficient can be used to adjust the calculated value of the vehicle's traction force, thereby ensuring that the traction motor applies 100% of the force in the train's forward direction during operation.

[0092] Examples are given below:

[0093] The first traction force required by the vehicle in the first control cycle is calculated as follows:

[0094] F1 = K 牵引 m×a1;

[0095] Wherein, F1 represents the first traction force required by the vehicle in the first control cycle, and K 牵引 The preset traction force calculation coefficient is represented by m, which represents the mass of the vehicle, and a1 represents the acceleration of the vehicle during the first control cycle as indicated by the traction command.

[0096] In some embodiments of this application, the first braking force includes: a first total electric braking force value and a first total air braking force value;

[0097] Step 103: The central control unit generates a first traction force and a first braking force according to the principle of braking command priority, through traction and braking commands, including:

[0098] B1. When the vehicle control mode is the signal controller control mode in the first control cycle, the central control unit obtains the target deceleration of the vehicle in the first control cycle according to the signal control command.

[0099] B2. The central control unit calculates the total braking force required by the vehicle in the first control cycle based on the target deceleration of the vehicle in the first control cycle, the preset braking force calculation coefficient, and the mass of the vehicle.

[0100] B3. When the total electric braking capacity of the vehicle is greater than or equal to the total braking force required by the vehicle in the first control cycle, the central control unit determines the first total electric braking force value and determines the first total air braking force value to be zero based on the total braking force required by the vehicle in the first control cycle.

[0101] B4. When the total electric braking capacity of the vehicle is less than the total braking force required by the vehicle in the first control cycle, the central control unit determines the first total electric braking force value based on the total electric braking capacity of the vehicle, and determines the first total air braking force value based on the total braking force required by the vehicle in the first control cycle and the first total electric braking force value.

[0102] In signal-controlled vehicle operation, the central control unit receives a first braking command and target deceleration from the signal controller. When the vehicle is braking, the central control unit obtains the total braking force required by the vehicle based on the target deceleration and the vehicle's mass. When the vehicle's total electric braking capacity is greater than or equal to the required total braking force, the central control unit determines that the vehicle has entered an electric braking mode, for example, the total electric braking force equals the total braking force, and the total air braking force equals 0. When the vehicle's total electric braking capacity is less than the required total braking force, the central control unit determines that the vehicle has entered an electro-pneumatic hybrid braking mode, for example, the total electric braking force equals the total electric braking capacity, and the total air braking force equals the total braking force minus the total electric braking force. This embodiment addresses signal controller-controlled vehicle operation, and the above method allows for the calculation of the first total electric braking force and the first total air braking force, improving vehicle control accuracy during signal-controlled vehicle operation.

[0103] In some embodiments of this application, the first braking force includes: a second total electric braking force value and a second total air braking force value;

[0104] Step 103: The central control unit generates a first traction force and a first braking force according to the principle of braking command priority, through traction and braking commands, including:

[0105] C1. When the vehicle control mode is the driver controller control mode in the first control cycle, the central control unit obtains the braking level of the vehicle in the first control cycle according to the driver control command.

[0106] C2. The central control unit calculates the total braking force required by the vehicle in the first control cycle based on the vehicle's braking level, the preset braking force calculation coefficient, and the vehicle's mass.

[0107] C3. When the total electric braking capacity of the vehicle is greater than or equal to the total braking force required by the vehicle in the first control cycle, the central control unit determines the second total electric braking force value based on the total braking force required by the vehicle in the first control cycle, and determines that the second total air braking force value is equal to zero.

[0108] C4. When the total electric braking capacity of the vehicle is less than the total braking force required by the vehicle in the first control cycle, the central control unit determines the second total electric braking force value based on the total electric braking capacity of the vehicle, and determines the second total air braking force value based on the total braking force required by the vehicle in the first control cycle and the second total electric braking force value.

[0109] In this embodiment, when the driver is in control of the vehicle, the central control unit receives a second braking command from the driver controller and a first traction braking level indicated by the driver controller. When the vehicle is in braking condition, the central control unit obtains the total braking force required by the vehicle based on the vehicle's mass and a preset target deceleration. When the vehicle is applying holding brakes, it determines that the total air braking force is greater than or equal to the holding braking force required by the vehicle, and the total electric braking force is equal to the total braking force minus the total air braking force. This embodiment of the application is for a driver controller-controlled vehicle mode. The above method can calculate the second total electric braking force value and the second total air braking force value, improving the vehicle control accuracy when using signal-based vehicle control.

[0110] 104. The central control unit adjusts the first traction force and the first braking force according to the current operating status of the vehicle in the first control cycle to obtain the total traction force, total electric braking force and total air braking force.

[0111] In this embodiment, after obtaining the first traction force and the first braking force, these are only initial values ​​generated based on the traction command and braking command. The central control unit can also detect the vehicle's current operating status in real time within the first control cycle and adjust them according to the first traction force and the first braking force to obtain the total traction force, total electric braking force, and total air braking force. The total traction force refers to the total traction force that should be used to traction the vehicle within the first control cycle; the total electric braking force refers to the total electric braking force that should be used to brake the vehicle within the first control cycle; and the total control braking force refers to the total air braking force that should be used to brake the vehicle within the first control cycle. In this embodiment, electric braking and air braking are two separate control forces, therefore, the forces for electric braking and air braking need to be calculated separately.

[0112] For example: If the central control unit determines that the vehicle is in traction mode and there is a traction blockade, it needs to cancel the traction command and set the first traction force to 0. As another example, if the central control unit determines that the vehicle's operating state meets the conditions for applying holding brakes, it controls the current first braking force to ensure it is not less than the train's required holding braking force.

[0113] In some embodiments of this application, step 104, the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle in the first control cycle to obtain the total traction force, the total electric braking force, and the total air braking force, including:

[0114] D1. The central control unit adjusts the first traction force and the first braking force according to the current operating status of the vehicle in the first control cycle to obtain the second traction force and the second braking force.

[0115] D2. The central control unit adjusts the second traction force and the second braking force according to the vehicle's preset impulse limit control function to obtain the total traction force, total electric braking force and total air braking force.

[0116] To protect the traction motor and brake shoes, and to improve passenger comfort, the train's acceleration variation is limited. This is achieved through a central control unit with impulse limit control functionality. The central control unit adjusts the first traction force and the first braking force based on the vehicle's current operating state within the first control cycle to obtain a second traction force and a second braking force. Various methods exist for adjusting the first traction force and the first braking force based on the operating state, such as those described in step 103 above, and illustrated in steps B1 to B4 and C1 to C4. By obtaining the second traction force and the second braking force, protecting the traction motor and brake shoes, and improving passenger comfort, the impulse limit control function limits the train's acceleration variation, adjusting the second traction force and the second braking force to obtain the total traction force, total electric braking force, and total air braking force. In this embodiment, the central control unit can perform the impulse limit function, achieving refined adjustment and control of traction and braking.

[0117] In some embodiments of this application, the first braking force includes: a third total electric braking force value and a third total air braking force value;

[0118] Step 104: The central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating state during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, including:

[0119] E1. The central control unit determines whether the vehicle needs to apply holding brakes based on the vehicle's current operating status in the first control cycle.

[0120] E2. The central control unit adjusts the third total air braking force value according to the vehicle's required braking force to obtain the total air braking force, which is greater than the vehicle's required braking force.

[0121] E3. The central control unit adjusts the third total electric braking force value based on the total braking force and total air braking force required by the vehicle to determine the total electric braking force.

[0122] To ensure train operation safety and prevent runaway accidents, when holding brakes are required, the total braking force of the train must not be less than the current holding braking force needed by the train. That is, regardless of the train's operating conditions, when the conditions for applying holding brakes are met, the central control unit adjusts the third total electric braking force value based on the total braking force and total aerodynamic braking force required by the vehicle to determine the total electric braking force. In this embodiment, the central control unit can accurately calculate the total aerodynamic force and total electric braking force, improving the control accuracy of the vehicle.

[0123] In some embodiments of this application, step 104, the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle in the first control cycle to obtain the total traction force, the total electric braking force, and the total air braking force, including:

[0124] F1. The central control unit detects whether the vehicle meets the conditions for entering closed-loop control based on the vehicle's current operating status in the first control cycle. The closed-loop control conditions include: the difference between the vehicle's expected deceleration in the first control cycle and the vehicle's deceleration in the second control cycle before the first control cycle is less than the closed-loop control limit; and the difference between the vehicle's expected deceleration in the first control cycle and the vehicle's actual deceleration in the first control cycle is less than the closed-loop control deceleration limit.

[0125] F2. When the difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle before the first control cycle is less than the closed-loop control limit, and the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is less than the closed-loop control deceleration limit, the central control unit obtains the deceleration difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle.

[0126] F3. The central control unit determines the total air braking force of the vehicle in the first control cycle based on the total air braking force of the vehicle in the second control cycle.

[0127] F4. The central control unit calculates the total electric braking force required by the vehicle in the first control cycle based on the deceleration difference, the preset braking force calculation coefficient, and the vehicle's mass.

[0128] The central control unit detects whether the vehicle meets the conditions for entering closed-loop control. If the vehicle is not coasting or spinning, and its speed is greater than the closed-loop control transition point, it enters the closed-loop control process. Closed-loop control is initiated when the difference between the vehicle's expected deceleration *a* and the vehicle's deceleration *a0* from the previous cycle is less than the closed-loop control limit, and the vehicle's expected deceleration *a* is less than the vehicle's current actual deceleration *a*. sWhen the difference between the values ​​is less than the closed-loop control deceleration limit, the total electric braking force and total air braking force are updated using the following formulas: the total air braking force equals the total air braking force of the previous cycle, and the total electric braking force equals the braking force calculation coefficient multiplied by the vehicle's mass multiplied by the difference between the vehicle's expected deceleration 'a' and the vehicle's current actual deceleration. In this embodiment, the central control unit can accurately calculate the total air braking force and total electric braking force, improving the control accuracy of the vehicle.

[0129] Furthermore, in some embodiments of this application, step 104, in which the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle in the first control cycle to obtain the total traction force, the total electric braking force, and the total air braking force, further includes:

[0130] F5. When the difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle before the first control cycle is greater than or equal to the closed-loop control limit, or when the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is greater than or equal to the closed-loop control deceleration limit, the central control unit adjusts the first braking force according to the preset braking force calculation coefficient, the mass of the vehicle and the expected deceleration of the vehicle in the first control cycle to obtain the total braking force of the vehicle in the first control cycle.

[0131] F6. The central control unit determines the total electric braking force of the vehicle in the first control cycle based on the vehicle's total electric braking capacity value and the preset electric braking adjustment ratio.

[0132] F7. The central control unit determines the total air braking force of the vehicle in the first control cycle based on the total braking force and the total electric braking force of the vehicle in the first control cycle.

[0133] The central control unit detects whether the vehicle meets the conditions for entering closed-loop control. If the vehicle is not coasting or spinning, and its speed is greater than the closed-loop control transition point, it enters the closed-loop control process. If the closed-loop control conditions shown in step F1 are not met, i.e., when the vehicle's expected deceleration exceeds the adjustable range, the total braking force of the vehicle is determined by multiplying the braking force calculation coefficient by the vehicle's mass and the expected deceleration. An updated total electric braking force is determined based on the vehicle's total electric braking capacity and a preset ratio, such as 90% or higher (e.g., 93%, 95%, or 96%). An updated total aerodynamic braking force is then determined based on the updated total braking force and the updated total electric braking force. In this embodiment, the central control unit can accurately calculate the total aerodynamic force and total electric braking force, improving the control accuracy of the vehicle.

[0134] In some embodiments of this application, after the central control unit adjusts the first traction force and the first braking force according to the current operating state of the vehicle in the first control cycle in step 104 to obtain the total traction force, total electric braking force, and total air braking force, the method provided in the embodiments of this application further includes:

[0135] G1. When the vehicle control mode is signal controller control mode in the first control cycle, the central control unit obtains the vehicle's holding braking equivalent hill acceleration in the first control cycle according to the signal control command.

[0136] G2. The central control unit adjusts the first braking force according to the preset braking force calculation coefficient, the vehicle's mass, and the vehicle's equivalent hill acceleration during the first control cycle to obtain the vehicle's required braking force during the first control cycle.

[0137] G3. When the signal control command includes a jump command indicating that the vehicle is in jump mode during the first control cycle, the central control unit determines the real-time holding braking force of the vehicle during the first control cycle based on the holding braking force required by the vehicle during the first control cycle.

[0138] G4. When the signal control command includes a jump command indicating that the vehicle is in a non-jump mode during the first control cycle, the signal control command includes a hold brake application command or the vehicle does not move forward during the first control cycle. The central control unit determines the real-time hold brake force of the vehicle during the first control cycle based on the hold brake force required by the vehicle during the first control cycle, the preset hold brake adjustment ratio, and the total traction force.

[0139] or,

[0140] G5. When the vehicle control mode is the driver controller control mode in the first control cycle, the central control unit detects whether the vehicle is stationary based on the current operating status of the vehicle in the first control cycle.

[0141] G6. When the vehicle is stationary, the central control unit determines the real-time braking force of the vehicle in the first control cycle based on the vehicle's maximum holding braking force, the preset holding braking adjustment ratio, and the total traction force.

[0142] G7. When the vehicle is not stationary, the central control unit determines that the real-time braking force of the vehicle during the first control cycle is zero.

[0143] When the vehicle is in signal controller control mode, the central control unit receives a jump command, a holding brake application command, and a holding brake equivalent gradient acceleration 'a' from the signal controller. The central control unit calculates the actual holding brake force required by the vehicle by multiplying the vehicle's braking force calculation coefficient by the vehicle's mass and the holding brake equivalent gradient acceleration 'a'. In jump mode, the required holding brake force is determined to be equal to the fixed-level holding brake force. When the vehicle is not in jump mode, the central control unit receives a holding brake application command from the signal controller, or when the central control unit determines that the vehicle is not moving forward, it calculates the vehicle's holding brake force by multiplying the actual holding brake force required by the vehicle by a preset ratio and subtracting the vehicle's current traction force. For example, this ratio may be greater than or equal to 115%, or it may be 120% or 125%, etc. These are merely examples and are not intended to limit the embodiments of this application. When the vehicle is not under signal controller control (i.e., driver controller control), the central control unit determines whether the vehicle is stationary. When the vehicle is stationary, the central control unit calculates the vehicle's holding braking force by multiplying the maximum holding braking force by a preset ratio and subtracting the actual current traction force. When the vehicle is not stationary, the central control unit determines that the real-time holding braking force of the vehicle in the first control cycle is 0. In this embodiment, the central control unit can accurately calculate the total aerodynamic force and total electric braking force, improving the control accuracy of the vehicle.

[0144] 105. The central control unit sends traction commands, braking commands, total traction force, and total electric braking force to the traction module; and the central control unit sends braking commands and total air braking force to the braking module.

[0145] In this embodiment, the central control unit is connected to the traction module and the braking module respectively. The traction module can also be called the traction application (APP), and the traction module can also be connected to multiple traction motor controllers. The braking module can also be called the braking application (APP), and the braking module can also be connected to multiple brake frame controllers.

[0146] Through steps 103 and 104, traction force and braking force can be calculated and adjusted. After obtaining the total traction force, total electric braking force and total air braking force, the central control unit sends traction command, braking command, total traction force and total electric braking force to the traction module; and the central control unit sends braking command and total air braking force to the braking module.

[0147] For example, the central control unit sends traction commands, braking commands, total traction force, and total electric braking force to the traction module; the central control unit sends braking commands and total air braking force to the braking module, and then the traction module distributes the traction force and sends the distributed traction force to the traction motor controller. The braking module then distributes the air braking force to the brake frame controller.

[0148] As illustrated by the foregoing embodiments, in the rail transit vehicle control system provided in this application, the central control unit first detects the vehicle's control mode and current operating status within the first control cycle. Based on the vehicle's control mode within the first control cycle, the central control unit obtains traction and braking commands. These commands can originate from signal control commands from the signal controller or driver control commands from the driver controller. Then, following the braking command priority principle, the central control unit generates a first traction force and a first braking force using the traction and braking commands. Next, the central control unit adjusts the first traction force and the first braking force based on the vehicle's current operating status within the first control cycle to obtain the total traction force, total electric braking force, and total air braking force. Finally, the central control unit can send traction commands, braking commands, total traction force, and total electric braking force to the traction module, and can also send braking commands and total air braking force to the braking module. In this embodiment, the signal controller and driver controller do not issue commands to the traction module and braking module separately. Instead, a central control unit is set in the control system of the rail transit vehicle. The traction and braking control is carried out in a centralized, efficient and precise manner by the central control unit to control the traction and braking commands from different controllers. This can reduce signal relay, shorten signal transmission distance, improve vehicle control accuracy and reduce the traction force required when the vehicle starts.

[0149] Please see Figure 2 The diagram shown is a schematic representation of the overall framework of the traction and braking control provided in this application embodiment. To reduce signal relay, shorten signal transmission distance, and improve train control accuracy, this application embodiment adopts a centralized control method for traction and braking forces by a central control unit. The traction and braking systems are equipped with vehicle system management software, a traction application (APP), and a braking application (APP). In addition to vehicle control functions, the central control unit adds a closed-loop control function for electro-pneumatic braking under signal control, maintaining real-time adjustment of braking force, and the central control unit performs impulse limiting functions. The specific traction and braking control scheme is as follows:

[0150] S01. Signal Input: When the train is active, if it is in signal-controlled mode, the train operation is controlled by the signal controller. The central control unit receives traction commands, braking commands, and the acceleration required for train operation from the signal controller. If it is in manual control mode, the train operation is controlled manually. The central control unit receives traction commands, braking commands, and the current traction and braking level from the driver controller. For example, the traction and braking level includes the Pulse Width Modulation (PWM) level.

[0151] S02. The central control unit processes the current traction and braking commands according to the principle of prioritizing braking commands, and completes the calculation of traction and braking forces.

[0152] S03. Further process instructions based on the current train status. If traction closure is currently in effect, cancel the traction instruction and set the total traction force to 0. If holding brakes are required, ensure that the current braking force is not less than the holding brake force required by the train.

[0153] S04. Based on the impulse restriction control function, the magnitude of the traction braking force is readjusted.

[0154] S05, Signal Output: The central control unit sends the traction command, braking command, traction force, and electric braking force, which have been processed as above, to the traction application and traction local unit, and sends the braking command and air braking force to the braking application and braking local unit.

[0155] S06. Traction and Braking Applications: When operating normally, the traction and braking applications are managed uniformly. The traction application distributes traction force to each traction motor controller according to certain principles, and similarly, the braking application distributes air braking force to each brake frame controller. In the event of an application failure, the local traction and braking units each obtain the traction and braking force they need to exert according to the principle of equal distribution.

[0156] As illustrated by the foregoing examples, this application provides a method for centralized control of traction and braking by a central control unit. The central control unit receives instructions from the signal controller and the driver controller, processes the current traction / braking instructions according to the principle of prioritizing braking instructions, and calculates the traction and braking forces. It also performs impulse limiting, restricting changes in train acceleration and improving passenger comfort. This application reduces signal relays, shortens signal transmission distances, appropriately improves train control accuracy, and reduces the traction force required for train startup, thus possessing high research and application value.

[0157] Next, we will illustrate the traction force calculation provided in the embodiments of this application with examples.

[0158] When calculating train traction, the vehicle is simplified to a point mass with only mass attributes. Then, Newton's second law, F=ma, is used to calculate the required traction force of the train, where 'a' represents the train's acceleration and 'm' represents the train's mass. The train is not a complete point mass but is composed of multiple point masses (i.e., carriages) connected together. Furthermore, the traction motor cannot guarantee that the force will be 100% directed in the direction of the train's movement. Therefore, the train traction calculation formula is:

[0159] F1 = K 控制 m×a1;

[0160] Where m is the train mass, a1 is the train acceleration, and K 牵引 K is the coefficient for calculating traction force. 牵引 There are multiple ways to achieve this value, such as 1.135.

[0161] like Figure 3 As shown, an example is given to illustrate the braking force calculation provided in the embodiments of this application.

[0162] The vehicle's braking force includes electric braking and air braking. Electric braking is an energy-saving braking method. In this embodiment, the principle is to utilize electric braking as much as possible. Simultaneously, to improve vehicle control accuracy during signal-based vehicle control, a closed-loop control strategy is adopted for the hybrid electric-air braking system. The specific scheme is as follows:

[0163] 1) When controlling the vehicle with signals:

[0164] a. The central control unit receives the braking command from the signal controller and the target deceleration a. When braking is applied, it calculates the total braking force required by the vehicle in the first control cycle as follows:

[0165] F2 = K 制动 m×a2;

[0166] Wherein, F2 represents the total braking force required by the vehicle during the first control cycle, and K 制动 The preset braking force calculation coefficient is represented by m, the mass of the vehicle is represented by m, and a2 represents the target deceleration of the vehicle within the first control cycle as indicated by the signal control command.

[0167] b. When the electric braking force provided by the traction system (i.e., the electric braking force capability value) is sufficient to meet the total braking force required by the entire vehicle, then all braking force of the entire vehicle is applied using electric braking, that is:

[0168] Total electric braking force = Total braking force F2;

[0169] Total air braking force = 0.

[0170] c. When the electric braking force is insufficient, the entire vehicle enters the electro-pneumatic hybrid braking mode. If the current train meets the conditions for entering closed-loop control, then the electro-pneumatic hybrid braking closed-loop control is executed, and the electric braking force and air braking force are calculated. Otherwise, braking is performed according to the principle of maximizing electric braking force, that is:

[0171] Total electric braking force value = Total electric braking force capacity value;

[0172] Total air braking force = Total braking force F2 - Total electric braking force.

[0173] 2) When manually controlling the vehicle:

[0174] a. The central control unit receives the braking command from the driver controller, and the driver controller sets the PWM percentage.

[0175] When the braking command is a rapid braking command, i.e., a rapid braking condition, the PWM percentage is a fixed value of 130%, and the total braking force F3 required by the train is calculated as follows:

[0176] F3 = K 制动 m×130%.

[0177] In the above formula, for example, the value of a3 is 1, which is ignored in the calculation formula of F3.

[0178] When braking, the total braking force F3 required by the train is calculated as follows:

[0179] F3 = K 制动 m×PWM%×a3.

[0180] For example, the value of a4 can be 1.

[0181] b. When the electric braking capacity is sufficient, all braking force of the entire vehicle is applied using electric braking, that is:

[0182] Total electric braking force = Total braking force F3;

[0183] Total air braking force = 0.

[0184] c. When the electric braking force is insufficient, the vehicle enters an electro-pneumatic hybrid braking mode, and brakes are performed according to the principle of maximizing electric braking force, that is:

[0185] Total electric braking force value = Total electric braking force capacity value;

[0186] Total air braking force = Total braking force F - Total electric braking force.

[0187] 3) To ensure train operation safety and prevent runaway accidents, when it is necessary to apply the holding brake, the total braking force of the train must not be less than the current holding braking force required by the train. That is, regardless of the train's operating conditions, when the conditions for applying the holding brake are met, the total braking force of the train should be readjusted according to the following formula:

[0188] Total air braking force = max(required total air braking force, maintaining braking force);

[0189] Total electric braking force = Total braking force F3 - Total air braking force.

[0190] like Figure 4 As shown, an example is given to illustrate the electro-pneumatic hybrid braking closed-loop control provided in the embodiments of this application.

[0191] Electro-pneumatic hybrid braking is a condition where air braking supplements the remaining braking force to meet the overall braking requirements of the train when the electric braking capacity is insufficient. Electric braking and air braking coexist, but due to their different mechanical properties, their control precision differs. Electric braking has high control precision and a fast response, while air braking has a slower response and slightly lower precision. However, signal control places high demands on the precise control of the train. Therefore, this scheme adopts a closed-loop control method that fixes the air braking force value and adjusts the electric braking force value. When initially distributing the electro-pneumatic braking force, a certain margin is left for the electric braking force capacity, allowing for adjustment space to regulate the overall braking force of the train and ensure that the train's braking force meets the requirements of signal control. The specific scheme is as follows:

[0192] 1) Check whether the train currently meets the conditions for entering closed-loop control. When the train does not slip or spin, and the train speed is greater than the closed-loop control transition point, enter the closed-loop control process.

[0193] 2) When the difference between the train's expected deceleration *a* and the train's deceleration *a0* in the previous cycle is less than the closed-loop control limit, and the difference between the train's expected deceleration *a* and the train's current actual deceleration *as* is less than the closed-loop control deceleration limit, the electric braking force and air braking force values ​​are updated according to the following formula:

[0194] Total air braking force = Total air braking force F0 of the previous cycle;

[0195] Total braking force F4 = Total braking force F0 + K from the previous cycle 制动 m×(a-as);

[0196] Total electric braking force = Total braking force F4 - Total air braking force F0 of the previous cycle.

[0197] 3) When the expected deceleration 'a' of the train exceeds the adjustable range, recalculate the required braking force for the entire train and redistribute the electric braking force and air braking force according to the following formula:

[0198] Total braking force F5 = K 制动 m×a5;

[0199] Total electric braking force = Total electric braking force capacity value * 95%;

[0200] Total air braking force = Total braking force F5 - Total electric braking force.

[0201] Through the above examples, a closed-loop control method that uses fixed air braking force and adjusted electric braking force is used to adjust the overall vehicle braking force and improve vehicle control accuracy.

[0202] like Figure 5 As shown, an example is given to illustrate the real-time braking force calculation provided in the embodiments of this application.

[0203] To ensure train safety and prevent runaway accidents, the train braking system applies a holding brake when stationary. The traditional holding brake scheme applies a fixed level of holding braking force. This force value takes into account the most unfavorable factors such as the maximum gradient and minimum frictional resistance, and is 50% of the maximum braking force, which maximizes the guarantee that the train will not runaway. However, this scheme increases the difficulty of starting the train. When the train starts running, the traction force must overcome not only the friction force and the component force of the train sliding down, but also the holding braking force.

[0204] To reduce the traction force required for train startup and shorten startup time, this proposal suggests a method that adjusts the holding braking force in real time based on current route conditions and vehicle status. This method ensures the train does not slip while appropriately reducing the applied holding braking force, thereby lowering the traction force required for train startup. The specific scheme is as follows:

[0205] 1) When the vehicle is currently controlled by the signal system,

[0206] a. The central control unit receives the jump command from the signal system, maintains the braking application command, and maintains the equivalent gradient acceleration a6. The central control unit calculates the actual braking force required by the train based on the following formula:

[0207] F6 = K 制动 m×a6.

[0208] b. In order to meet the braking force requirements of the signal in the skip mode, the train needs to apply a fixed level of force during operation to facilitate the signal to control the train at low speed. Therefore, in the skip mode, the braking force required by the train is equal to the fixed level of braking force.

[0209] c. In non-jump mode, when a signal is received to maintain braking application, or when the train is not moving forward, the current maintaining braking force is adjusted based on the current traction force and the actual required maintaining braking force, taking into account a safety margin, and calculated using the following formula.

[0210] Maintaining braking force = Actual required maintaining braking force value * 120% - Actual traction force value.

[0211] 2) When the vehicle is currently under manual control,

[0212] When the train is stationary, a holding braking force is applied. The formula for calculating the holding braking force is as follows:

[0213] Maintaining braking force = Maintaining braking force value under the most extreme condition * 120% - Actual traction force value.

[0214] In the most extreme cases, the braking force is maintained at 50% of the rated braking force.

[0215] As can be seen from the examples above, by integrating traditional braking and based on the principle that the sum of the vehicle's braking force and the actual traction force is greater than the braking force required by the train, a real-time braking force calculation scheme is designed to reduce the difficulty of starting the train while ensuring that the train does not slip.

[0216] The calculation process for impulse limit control will be explained next.

[0217] To protect the traction motor and brake shoes, and to improve passenger comfort, the variation in train acceleration can be limited, i.e., the impulse limit. For example, the acceleration variation must be less than 0.75, i.e., Δa < 0.75. Therefore, the allowable variation ΔF of the train's braking force cycle is:

[0218] ΔF=T×Δa×m=0.75×T×m.

[0219] T represents the control cycle of the central control unit, which is the program execution cycle of the central control unit.

[0220] Therefore, when the difference between the expected total braking force output this week and the total braking force output in the previous cycle exceeds the allowable change amount ΔF of the impulse limit, the electric braking force and the air braking force need to be updated according to the following formula:

[0221] Total air braking force = (Permissible limit force / Total braking force) * Total air braking force;

[0222] Total output electric braking force = (Permissible limit force / Total braking force) * Total electric braking force;

[0223] When the total braking force increases, the permissible limit force = the total braking force output in the previous cycle + the permissible impulse limit ΔF;

[0224] When the total braking force decreases, the permissible limit force = the total braking force output in the previous cycle - the permissible impulse limit ΔF.

[0225] As illustrated by the foregoing examples, this application provides a closed-loop control method for traction and braking of urban rail transit vehicles based on a central control unit. The method adopts a centralized control mode for traction and braking force by a central control unit. The traction and braking systems are equipped with vehicle system management software, traction application program and braking application program. On the basis of traditional control functions, the central control unit adds an electro-pneumatic braking closed-loop control function under signal control, maintains the real-time adjustment function of braking force, and completes the impulse limitation function by the central control unit.

[0226] like Figure 6 As shown in the figure, this application embodiment also provides a control system 600 for a rail transit vehicle. The control system for the rail transit vehicle includes: a central control unit 601, a driver controller 602, a signal controller 603, a traction module 604, and a braking module 605, wherein the central control unit is connected to the driver controller, the signal controller, the traction module, and the braking module respectively.

[0227] Central control unit, used to perform the aforementioned... Figures 1 to 5 Control methods for rail transit vehicles, as described in any one of the above.

[0228] In the control system of the rail transit vehicle provided in this application embodiment, the central control unit first detects the vehicle control mode and the current operating status of the vehicle in the first control cycle. The central control unit obtains traction and braking commands based on the vehicle control mode in the first control cycle. These traction and braking commands can originate from signal control commands from the signal controller or driver control commands from the driver controller. Then, according to the braking command priority principle, the central control unit generates a first traction force and a first braking force through the traction and braking commands. Next, the central control unit adjusts the first traction force and the first braking force according to the current operating status of the vehicle in the first control cycle to obtain the total traction force, total electric braking force, and total air braking force. Finally, the central control unit can send traction commands, braking commands, total traction force, and total electric braking force to the traction module, and can also send braking commands and total air braking force to the braking module. In this embodiment, the signal controller and driver controller do not issue commands to the traction module and braking module separately. Instead, a central control unit is set in the control system of the rail transit vehicle. The traction and braking control is carried out in a centralized, efficient and precise manner by the central control unit to control the traction and braking commands from different controllers. This can reduce signal relay, shorten signal transmission distance, improve vehicle control accuracy and reduce the traction force required when the vehicle starts.

[0229] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0230] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0231] 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.

[0232] Those skilled in the art will understand that the flowchart shown is merely an example in which the embodiments of this application can be implemented, and the scope of application of the embodiments of this application is not limited by any aspect of the flowchart.

[0233] In the several embodiments provided in this application, it should be understood that the disclosed methods, apparatuses, and devices can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 displayed or discussed mutual couplings or direct couplings or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0234] 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. Furthermore, the functional units in the various embodiments of this application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0235] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0236] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method of a rail transit vehicle, characterized by, The method is suitable for a control system of a rail transit vehicle, and the control system of the rail transit vehicle comprises a central control unit, a driver controller, a signal controller, a traction module and a braking module, wherein the central control unit is connected with the driver controller, the signal controller, the traction module and the braking module respectively; The method comprises: The central control unit detects a control mode of the vehicle in a first control period and a current running state of the vehicle in the first control period; The central control unit acquires a traction instruction and a braking instruction according to the control mode of the vehicle in the first control period, wherein when the control mode of the vehicle in the first control period is a signal controller control mode, the traction instruction and the braking instruction are determined according to a signal control instruction sent by the signal controller; or when the control mode of the vehicle in the first control period is a driver controller control mode, the traction instruction and the braking instruction are determined according to a driver control instruction sent by the driver controller; The central control unit generates a first traction force and a first braking force through the traction instruction and the braking instruction according to a braking instruction priority principle. The central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating state within the first control cycle to obtain total traction force, total electric braking force, and total air braking force. Specifically, this adjustment includes: the central control unit detecting whether the vehicle meets the conditions for entering closed-loop control based on its current operating state within the first control cycle. These closed-loop control conditions include: the difference between the vehicle's expected deceleration within the first control cycle and its deceleration within a second control cycle preceding the first control cycle is less than a closed-loop control limit; and the difference between the vehicle's expected deceleration within the first control cycle and its actual deceleration within the first control cycle is less than a closed-loop control limit. The difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle prior to the first control cycle is less than the closed-loop control limit; and the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is less than the closed-loop control deceleration limit, the central control unit obtains the deceleration difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle; the central control unit determines the total air braking force of the vehicle in the first control cycle based on the total air braking force of the vehicle in the second control cycle; the central control unit calculates the total electric braking force required by the vehicle in the first control cycle based on the deceleration difference, the preset braking force calculation coefficient, and the mass of the vehicle; The central control unit sends the traction command, the braking command, the total traction force, and the total electric braking force to the traction module; and the central control unit sends the braking command and the total air braking force to the braking module.

2. The method of claim 1, wherein, The central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating status during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, including: The central control unit adjusts the first traction force and the first braking force according to the current operating status of the vehicle in the first control cycle to obtain the second traction force and the second braking force. The central control unit adjusts the second traction force and the second braking force according to the vehicle's preset impulse limit control function to obtain the total traction force, total electric braking force, and total air braking force.

3. The method of claim 1, wherein, The central control unit generates a first traction force and a first braking force according to the braking command priority principle, through the traction command and the braking command, including: The central control unit determines the vehicle's acceleration during the first control cycle based on the traction command; The central control unit calculates the first traction force required by the vehicle in the first control cycle based on the vehicle's acceleration during the first control cycle, a preset traction force calculation coefficient, and the vehicle's mass.

4. The method of claim 1, wherein, The first braking force includes: a first total electric braking force value and a first total air braking force value; The central control unit generates a first traction force and a first braking force according to the braking command priority principle, through the traction command and the braking command, including: When the vehicle control mode is signal controller control mode in the first control cycle, the central control unit obtains the target deceleration of the vehicle in the first control cycle according to the signal control command. The central control unit calculates the total braking force required by the vehicle in the first control cycle based on the target deceleration of the vehicle in the first control cycle, the preset braking force calculation coefficient, and the mass of the vehicle. When the total electric braking capacity of the vehicle is greater than or equal to the total braking force required by the vehicle in the first control cycle, the central control unit determines the first total electric braking force value and determines the first total air braking force value to be zero based on the total braking force required by the vehicle in the first control cycle. When the total electric braking capacity of the vehicle is less than the total braking force required by the vehicle in the first control cycle, the central control unit determines the first total electric braking force value based on the total electric braking capacity of the vehicle, and determines the first total air braking force value based on the total braking force required by the vehicle in the first control cycle and the first total electric braking force value.

5. The method of claim 1, wherein, The first braking force includes: a second total electric braking force value and a second total air braking force value; The central control unit generates a first traction force and a first braking force according to the braking command priority principle, through the traction command and the braking command, including: When the vehicle control mode is the driver controller control mode during the first control cycle, the central control unit obtains the braking level of the vehicle during the first control cycle according to the driver control command. The central control unit calculates the total braking force required by the vehicle in the first control cycle based on the vehicle's braking level in the first control cycle, the preset braking force calculation coefficient, and the vehicle's mass. When the total electric braking capacity of the vehicle is greater than or equal to the total braking force required by the vehicle in the first control cycle, the central control unit determines the second total electric braking force value based on the total braking force required by the vehicle in the first control cycle, and determines that the second total air braking force value is equal to zero. When the total electric braking capacity of the vehicle is less than the total braking force required by the vehicle in the first control cycle, the central control unit determines the second total electric braking force value based on the total electric braking capacity of the vehicle, and determines the second total air braking force value based on the total braking force required by the vehicle in the first control cycle and the second total electric braking force value.

6. The method of claim 1, wherein, The first braking force includes: a third total electric braking force value and a third total air braking force value; The central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating status during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, including: The central control unit determines whether the vehicle needs to apply holding brakes based on the vehicle's current operating status during the first control cycle; The central control unit adjusts the third total air braking force value according to the vehicle's required braking force to obtain a total air braking force, which is greater than the vehicle's required braking force. The central control unit adjusts the third total electric braking force value based on the total braking force required by the vehicle and the total air braking force, thereby determining the total electric braking force.

7. The method of claim 1, wherein, The central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating status during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, and also includes: When the difference between the expected deceleration of the vehicle in the first control cycle and the deceleration of the vehicle in the second control cycle prior to the first control cycle is greater than or equal to the closed-loop control limit, or when the difference between the expected deceleration of the vehicle in the first control cycle and the actual deceleration of the vehicle in the first control cycle is greater than or equal to the closed-loop control deceleration limit, the central control unit adjusts the first braking force according to the preset braking force calculation coefficient, the mass of the vehicle, and the expected deceleration of the vehicle in the first control cycle to obtain the total braking force of the vehicle in the first control cycle; The central control unit determines the total electric braking force of the vehicle in the first control cycle based on the vehicle's total electric braking capacity value and a preset electric braking adjustment ratio. The central control unit determines the total air braking force of the vehicle in the first control cycle based on the total braking force of the vehicle in the first control cycle and the total electric braking force of the vehicle in the first control cycle.

8. The method of claim 1, wherein, After the central control unit adjusts the first traction force and the first braking force according to the vehicle's current operating state during the first control cycle to obtain the total traction force, total electric braking force, and total air braking force, the method further includes: When the vehicle's control mode is signal controller control mode during the first control cycle, the central control unit obtains the vehicle's holding braking equivalent hill acceleration during the first control cycle according to the signal control command. The central control unit adjusts the first braking force according to the preset braking force calculation coefficient, the mass of the vehicle, and the equivalent hill acceleration of the vehicle during the first control cycle, so as to obtain the braking force required by the vehicle during the first control cycle. When the signal control command includes a jump command indicating that the vehicle is in jump mode during the first control cycle, the central control unit determines the real-time holding braking force of the vehicle during the first control cycle based on the holding braking force required by the vehicle during the first control cycle. When the signal control command includes a jump command indicating that the vehicle is in a non-jump mode during the first control cycle, the signal control command includes a hold brake application command or the vehicle does not move forward during the first control cycle. The central control unit determines the real-time hold brake force of the vehicle during the first control cycle based on the hold brake force required by the vehicle during the first control cycle, the preset hold brake adjustment ratio, and the total traction force. or, When the vehicle's control mode is the driver controller control mode during the first control cycle, the central control unit detects whether the vehicle is stationary based on the vehicle's current operating status during the first control cycle. When the vehicle is in the stationary state, the central control unit determines the real-time holding braking force of the vehicle in the first control cycle based on the vehicle's maximum holding braking force, the preset holding braking adjustment ratio, and the total traction force. When the vehicle is not in the stationary state, the central control unit determines that the real-time braking force of the vehicle during the first control cycle is zero.

9. A control system for a rail vehicle, characterized in that The control system of the rail transit vehicle includes: a central control unit, a driver controller, a signal controller, a traction module, and a braking module, wherein the central control unit is connected to the driver controller, the signal controller, the traction module, and the braking module respectively; The central control unit is used to execute the control method for rail transit vehicles as described in any one of claims 1 to 8.

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