Railway vehicle and rail vehicle brake control method and system

Abstract

The invention discloses a rail vehicle, a rail vehicle brake control method and a rail vehicle brake control system, and relates to the technical field of rail vehicles. Calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current and ramp information of the corresponding carriage at the current moment, comparing the theoretical deceleration with a target deceleration, and maintaining the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value; the brake current is reduced when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than a set value, and the brake current is increased when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value. According to the rail vehicle braking control method, the problem that longitudinal impact force is generated between carriages in the eddy current braking process of the rail vehicle is solved.

Description

Technical Field

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

[0002] At present, during the eddy current braking stage of the rail vehicle safety braking process, the eddy current brake controller of each car only applies the corresponding braking current according to the hard-line command, and the braking force applied by each car is the same. However, due to the lack of unified braking force management and distribution control, and the different weights (loads) of each car, in the actual braking process, it is easy to cause differences in the braking effect of different cars, resulting in longitudinal impact force between cars.

[0003] Therefore, how to avoid the longitudinal impact force between carriages during eddy current braking of rail vehicles is a technical problem that technical personnel in this field currently need to solve. Summary of the invention

[0004] The purpose of the present application is to provide a rail vehicle, a rail vehicle braking control method and a rail vehicle braking control system, which solve the problem of longitudinal impact force generated between carriages during eddy current braking of a rail vehicle.

[0005] To achieve the above objectives, the present application provides a rail vehicle braking control method, comprising:

[0006] Get braking command;

[0007] Calculate the theoretical deceleration of the corresponding car at the current moment according to the car weight, speed, magnetic gap, braking current and ramp information of the corresponding car at the current moment;

[0008] The theoretical deceleration is compared with the target deceleration. When the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, the braking current is maintained. When the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is reduced. When the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is increased.

[0009] In some embodiments, the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment includes:

[0010] The eddy current braking force, the friction braking force, the aerodynamic driving resistance, the magnetization driving resistance and the linear generator driving resistance are calculated according to the vehicle speed, the magnetic gap and the braking current;

[0011] Calculating the ramp resistance according to the ramp information;

[0012] The total braking force is calculated according to the eddy current braking force, the friction braking force, the aerodynamic driving resistance, the magnetization driving resistance, the linear generator driving resistance and the ramp resistance;

[0013] The theoretical deceleration is calculated according to the vehicle weight and the total braking force.

[0014] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the step further includes:

[0015] The air pressure of each air spring of the rail vehicle is collected by a pressure sensor, and the air pressure is fed back to the eddy current brake controller of the corresponding carriage so that the eddy current brake controller can calculate the vehicle weight.

[0016] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the step further includes:

[0017] The vehicle speed is obtained by collecting the vehicle speed through an absolute position sensor and a relative position sensor;

[0018] Detecting the magnetic gap between the brake electromagnet wear plate and the guide rail by means of a laser displacement sensor;

[0019] The eddy current braking force, the friction braking force, the aerodynamic driving resistance, the magnetization driving resistance, and the linear generator driving resistance are calculated by the eddy current brake controller.

[0020] In some embodiments, after the step of obtaining the braking instruction, the method further includes:

[0021] Increase the braking current of the corresponding car according to the preset current increase rate.

[0022] In some embodiments, the obtaining of the braking instruction is specifically:

[0023] Obtain the braking level or target deceleration instruction issued by the operation control system to the corresponding car.

[0024] The present application also provides a rail vehicle braking control system, which adopts any of the rail vehicle braking control methods described above, wherein the rail vehicle braking control system includes an eddy current braking control module provided in a corresponding carriage, and the eddy current braking control module includes:

[0025] An instruction acquisition module, used for acquiring a braking instruction;

[0026] The deceleration calculation module is used to calculate the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment;

[0027] A braking current control module is used to compare the theoretical deceleration with the target deceleration, and to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, to reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and to increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

[0028] In some embodiments, the rail vehicle braking control system also includes two eddy current braking electromagnets arranged in corresponding carriages, and the eddy current braking control module includes two sets of eddy current braking controllers, which respectively provide braking current for the magnetic poles configured on the two eddy current braking electromagnets.

[0029] In some embodiments, at least two of the eddy current braking controllers include the instruction acquisition module, the deceleration calculation module and the braking current control module.

[0030] The present application also provides a rail vehicle, comprising the rail vehicle braking control system described in any one of the above items.

[0031] Relative to the above-mentioned background technology, the rail vehicle braking control method provided in the embodiment of the present application includes: obtaining a braking instruction, calculating the theoretical deceleration of the corresponding car at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, comparing the theoretical deceleration with the target deceleration, and when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, maintaining the braking current; when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, reducing the braking current; when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, increasing the braking current.

[0032] At the same time, the rail vehicle braking control system provided in the embodiment of the present application adopts the above-mentioned rail vehicle braking control method, and the rail vehicle braking control system includes an eddy current braking control module arranged in the corresponding car, and the eddy current braking control module includes an instruction acquisition module, a deceleration operation module and a braking current control module. Among them, the instruction acquisition module is used to obtain the braking instruction, the deceleration operation module is connected to the instruction acquisition module in communication, the deceleration operation module is used to calculate the theoretical deceleration of the corresponding car at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, the braking current control module is connected to the deceleration operation module in communication, and the braking current control module is used to compare the theoretical deceleration with the target deceleration, and is used to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, reduce the braking current, and when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, increase the braking current.

[0033] It can be understood that, first of all, in order to achieve parking at the destination, the system will obtain braking instructions from the driver controller or operation control system, and the system will monitor the weight, speed, magnetic gap, braking current, ramp information and other parameters of each car in real time. According to the monitored parameters, the system will calculate the theoretical deceleration of the corresponding car at the current moment. This calculation takes into account the dynamic characteristics and braking requirements of different cars. At the same time, the system will set a target deceleration, which is the desired deceleration, in order to achieve smooth and effective braking, thereby achieving parking at the destination. After that, the system will compare the theoretical deceleration with the target deceleration, and adjust the braking current according to the comparison result, so that the braking force can be controlled more accurately.

[0034] The beneficial effects of the rail vehicle braking control method and system thus configured mainly include: the present application can more flexibly and accurately adjust the braking force of the corresponding single vehicle by adjusting the braking current of the corresponding car in real time according to the load and braking requirements of the single car, and adaptively allocate the braking force of the remaining cars, thereby achieving consistent deceleration of each car and reducing the longitudinal force between the cars. At the same time, it realizes the unified distribution and management of the eddy current braking force of the rail vehicle, improves the braking performance and safety of the rail vehicle, and ensures the safe operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0036] FIG1 is a flow chart of a rail vehicle braking control method according to an embodiment of the present application;

[0037] FIG2 is a schematic diagram of communication connections of a rail vehicle braking control system in an embodiment of the present application;

[0038] FIG3 is a control connection block diagram of the eddy current brake controller in FIG2 ;

[0039] FIG. 4 is a schematic diagram of the structure of an eddy current braking electromagnet in a rail vehicle braking control system in an embodiment of the present application.

[0040] in:

[0041] 10- eddy current brake control module, 11- eddy current brake controller, 111- instruction acquisition module, 112- deceleration calculation module, 113- brake current control module;

[0042] 20- eddy current braking electromagnet, 21- magnetic pole;

[0043] 30-MVB bus;

[0044] 40-Command hardwire;

[0045] 50-CAN bus. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0048] It should be noted that the directional words such as "upper end, lower end, left side, right side" described below are all defined based on the drawings in the specification.

[0049] Please refer to Figures 1 to 4, Figure 1 is a flow chart of the rail vehicle braking control method in the embodiment of the present application; Figure 2 is a communication connection schematic diagram of the rail vehicle braking control system in the embodiment of the present application; Figure 3 is a control connection block diagram of the eddy current braking controller in Figure 2; Figure 4 is a structural schematic diagram of the eddy current braking electromagnet in the rail vehicle braking control system in the embodiment of the present application.

[0050] The rail vehicle braking control method provided in the embodiment of the present application can be applied to maglev trains, and specifically includes:

[0051] S1: Get braking command;

[0052] S2: Calculate the theoretical deceleration of the corresponding car at the current moment according to the car weight, speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment;

[0053] S3: Compare the theoretical deceleration with the target deceleration. When the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, the braking current is maintained. When the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is reduced. When the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is increased.

[0054] It should be noted that the above target deceleration is the deceleration value that the system needs to achieve in order to park at the destination. The set value can be set according to the actual working condition of the vehicle, and this application does not make any specific restrictions on this.

[0055] In S3, if the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set tolerance value, it means that the current braking performance is close enough to the target, so the current braking current is maintained; if the theoretical deceleration is greater than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set tolerance value, it means that the braking force is too large, and the braking current needs to be reduced to reduce the braking intensity; if the theoretical deceleration is less than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set tolerance value, it means that the braking force is insufficient, and the braking current needs to be increased to increase the braking intensity.

[0056] It can be understood that, first of all, in order to achieve parking at the destination, the system will obtain braking instructions from the driver controller or operation control system, and the system will monitor the weight, speed, magnetic gap, braking current, ramp information and other parameters of each car in real time. According to the monitored parameters, the system will calculate the theoretical deceleration of the corresponding car at the current moment. This calculation takes into account the dynamic characteristics and braking requirements of different cars. At the same time, the system will set a target deceleration, which is the desired deceleration, in order to achieve smooth and effective braking, thereby achieving parking at the destination. After that, the system will compare the theoretical deceleration with the target deceleration, and adjust the braking current according to the comparison result, so that the braking force can be controlled more accurately.

[0057] By adopting the above-mentioned setting method, the present application can more flexibly and accurately adjust the braking force of the corresponding single vehicle by adjusting the braking current of the corresponding car in real time according to the load and braking requirements of the single car, and adaptively adjust the braking force of the remaining cars, so as to achieve consistent deceleration of each car and reduce the longitudinal force between the cars. At the same time, it realizes the unified distribution and management of the eddy current braking force of the rail vehicle, improves the braking performance and safety of the rail vehicle, and ensures the safe operation of the train.

[0058] In some embodiments, the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment includes:

[0059] The eddy current braking force, friction braking force, aerodynamic driving resistance, magnetization driving resistance and linear generator driving resistance are calculated based on vehicle speed, magnetic gap and braking current;

[0060] The slope resistance is calculated based on the slope information;

[0061] The total braking force is calculated based on eddy current braking force, friction braking force, aerodynamic driving resistance, magnetization driving resistance, linear generator driving resistance and ramp resistance;

[0062] The theoretical deceleration is calculated based on the vehicle weight and the total braking force.

[0063] For example, for high-speed maglev trains, the forces that produce braking effects during eddy current braking mainly include electromagnetic eddy current braking force, electromagnetic friction braking force, aerodynamic driving resistance, magnetization driving resistance, linear generator driving resistance, and ramp resistance. The vehicle braking deceleration is obtained by dividing the total braking force of the vehicle by the vehicle weight, and the vehicle weight is obtained by the pressure values ​​of each air spring.

[0064] Electromagnetic brake systems usually contain two main braking forces: eddy current braking force and friction braking force.

[0065] It should be noted that the principle of eddy current braking of maglev vehicles is as follows: when the eddy current braking electromagnet 20 is working, it will generate a braking force in the longitudinal direction of the vehicle and an attractive force in the lateral direction of the vehicle. The eddy current braking characteristics are mainly related to the magnitude of the excitation current (i.e., the braking current), the magnetic gap, and the vehicle speed. When running at high speed, the guide plate on the track cuts the magnetic flux lines at high speed, generating an eddy current effect inside, generating an electromagnetic force component in the direction of motion, called the electromagnetic eddy current braking force, which plays a braking role; during the deceleration process, as the vehicle speed decreases, the electromagnetic attraction component in the guide direction increases, and the braking electromagnet gradually approaches the guide plate under the action of the electromagnetic attraction, and finally contacts the guide plate, generating an electromagnetic friction braking force, which plays a braking role.

[0066] In practical applications, eddy current braking and friction braking can be used in combination to provide more effective braking effects. For example, in high-speed trains, eddy current braking can provide stable braking force at high speeds, while friction braking provides additional braking force at lower speeds. By precisely controlling the current of the electromagnet, the magnitude of these two braking forces can be adjusted to suit different braking needs and conditions.

[0067] Electromagnet eddy current braking force (F X ) is a braking force generated by eddy currents induced by metal conductors in a changing magnetic field. Electromagnetic eddy current braking force (F X ) is mainly related to vehicle speed, excitation current (also known as braking current) and magnetic gap.

[0068] Electromagnet friction braking force (F Y ) is mainly related to vehicle speed, excitation current, magnetic gap, and friction coefficient. The friction coefficient is related to vehicle speed. The value is obtained through ground tests and built into the calculation program.

[0069] Aerodynamic driving resistance (F A ) is generated by the interaction between the vehicle and the air when it moves through the air. The aerodynamic drag (F A ) is mainly related to the vehicle speed.

[0070] Magnetized driving resistance (F M ) is related to the force generated by the magnetic material of the vehicle being magnetized in a magnetic field. Magnetized driving resistance (F M ) is mainly related to the vehicle speed.

[0071] Linear generator running resistance (F lig ) is related to the electromagnetic resistance generated by the linear generator during its movement. lig ) is mainly related to the vehicle speed.

[0072] Slope resistance (F h ) refers to the resistance generated by the combined effect of gravity and friction when a rail vehicle travels on a ramp. h ) is primarily related to the slope on which the vehicle is located.

[0073] It should be noted that the electromagnetic eddy current braking force (F X )、Electromagnetic friction braking force(F Y ), aerodynamic drag (F A )、Magnetic driving resistance(F M )、Linear generator running resistance(F lig ) and ramp resistance (F h) can refer to the contents of the prior art and will not be elaborated here.

[0074] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the method further includes:

[0075] The air pressure of each air spring of the rail vehicle is collected by a pressure sensor, and the air pressure is fed back to the eddy current brake controller 11 of the corresponding car, so that the eddy current brake controller 11 can calculate the vehicle weight.

[0076] It should be noted that the pressure sensor is used to monitor the pressure changes of the air spring in real time, and these data are transmitted to the eddy current brake controller 11. Since the system needs to adjust the braking strategy according to the current load conditions of the car, real-time monitoring through the pressure sensor is crucial for the vehicle's braking system. The eddy current brake controller 11 uses the data collected from the pressure sensor to calculate the weight of the current car, so as to ensure effective deceleration or parking by configuring the braking force that matches the weight of the vehicle. After knowing the vehicle weight information, the eddy current brake controller 11 can adjust the excitation current (braking current) of the corresponding car to generate appropriate braking force, so as to achieve consistent deceleration of each car and reduce the longitudinal force between each car.

[0077] In some embodiments, before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the method further includes:

[0078] The vehicle speed is acquired by collecting the absolute position sensor and the relative position sensor;

[0079] The magnetic gap between the brake electromagnet wear plate and the guide rail is detected by a laser displacement sensor;

[0080] The eddy current braking force, the friction braking force, the aerodynamic running resistance, the magnetization running resistance, and the linear generator running resistance are calculated by the eddy current brake controller 11 .

[0081] Among them, the absolute position sensor can provide the absolute position information of the vehicle, which usually refers to the position measured from a fixed reference point (such as the starting point of the vehicle or a specific track mark); the relative position sensor can measure the change of the vehicle relative to the previous measured position, which is usually a sensor based on wheel rotation or vehicle movement. The accuracy of vehicle speed measurement can be improved by the continuous position information provided by the absolute position sensor and the high-frequency speed data provided by the relative position sensor. In some cases, if the data of one sensor is lost or an error occurs, the data of another sensor can be used as a supplement, thereby enhancing the reliability of the entire system.

[0082] The vehicle speed is collected by the absolute position sensor and the relative position sensor, and the vehicle speed is fed back to the eddy current brake controller 11 of the corresponding car in real time. The magnetic gap between the brake electromagnet wear plate and the guide rail is detected by the laser displacement sensor, and the magnetic gap is fed back to the eddy current brake controller 11 of the corresponding car in real time. The eddy current braking force, friction braking force, aerodynamic driving resistance, magnetization driving resistance and linear generator driving resistance are calculated by the eddy current brake controller 11.

[0083] In addition, the operation control system also feeds back the slope information of the line on which the rail vehicle is running to the eddy current brake controller 11 of the corresponding car in real time, so as to calculate the slope resistance of the corresponding car.

[0084] In order to prevent the braking force from increasing too quickly and affecting the comfort of passengers, after obtaining the braking command, the following steps are also included:

[0085] Increase the braking current of the corresponding car according to the preset current increase rate.

[0086] That is, the eddy current brake controller 11 increases the braking current of the corresponding car according to the preset current increase rate after receiving the braking command. This setting method can ensure the smoothness of the braking process and avoid discomfort to passengers due to the sudden increase of braking force.

[0087] In actual operation, the eddy current brake controller 11 calculates the required braking force according to parameters such as the speed, load, and track conditions of the train. By controlling the magnitude of the braking current, the braking force generated by the eddy current brake can be adjusted. This control method can ensure that appropriate braking force can be provided under different operating conditions while maintaining passenger comfort.

[0088] In this way, the rail vehicle braking control method provided in the embodiment of the present application specifically includes: obtaining a braking instruction, and after obtaining the braking instruction, increasing the braking current of the corresponding car according to a preset current increase rate, and then calculating the theoretical deceleration of the corresponding car at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment; finally, comparing the theoretical deceleration with the target deceleration; when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, maintaining the braking current; when the theoretical deceleration is greater than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, reducing the braking current; when the theoretical deceleration is less than the target deceleration, and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, increasing the braking current.

[0089] In some embodiments, obtaining a braking instruction is specifically as follows:

[0090] Obtain the braking level or target deceleration instruction issued by the operation control system to the corresponding car.

[0091] Among them, different braking levels represent different current values, or different braking level instructions refer to different braking current instructions. Different braking levels can preset target deceleration curves.

[0092] In this way, by setting a specific current value for each braking level, the braking force can be controlled more accurately to adapt to different braking needs, such as slight deceleration, emergency braking or maintaining vehicle stability; at the same time, according to different operating conditions (such as vehicle speed, load, etc.) and braking requirements, the braking current can be accurately adjusted to achieve consistent deceleration in each car, reduce the longitudinal force between each car, and improve the safety and reliability of rail vehicle operation.

[0093] Of course, depending on the actual situation, braking commands can also be issued through the driver controller in driver driving mode.

[0094] At the same time, the rail vehicle braking control system provided in the embodiment of the present application adopts the above-mentioned rail vehicle braking control method. The rail vehicle braking control system includes an eddy current braking control module 10 arranged in the corresponding carriage, and the eddy current braking control module 10 includes an instruction acquisition module 111, a deceleration calculation module 112 and a braking current control module 113.

[0095] Among them, the instruction acquisition module 111 is used to obtain braking instructions, the deceleration calculation module 112 is communicated with the instruction acquisition module 111, the deceleration calculation module 112 is used to calculate the theoretical deceleration of the corresponding car at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding car at the current moment, the braking current control module 113 is communicated with the deceleration calculation module 112, the braking current control module 113 is used to compare the theoretical deceleration with the target deceleration, and is used to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to the set value, reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

[0096] Furthermore, the rail vehicle braking control system also includes two eddy current braking electromagnets 20 arranged in the corresponding carriages, and the eddy current braking control module 10 includes two sets of eddy current braking controllers 11, which respectively provide braking current for the magnetic poles 21 configured on the two eddy current braking electromagnets 20.

[0097] In some embodiments, each carriage is equipped with two eddy current brake electromagnets 20 (located on the left and right sides of the middle of the vehicle respectively) and eight eddy current brake controllers 11. Each brake electromagnet is equipped with twelve magnetic poles 21, which are divided into four groups, and each eddy current brake controller 11 independently provides excitation current for three brake magnetic poles 21 on the eddy current brake magnet.

[0098] Of course, according to actual needs, the number of electromagnets, the number of magnetic poles 21 and the number of eddy current brake controllers 11 can be adjusted. The purpose of adopting the above-mentioned distributed control is to reduce the impact of individual controller failures on braking force loss and improve the safety and reliability of eddy current braking.

[0099] In some embodiments, the two groups of eddy current brake controllers 11 include at least two main brake controllers, and any main brake controller includes a command acquisition module 111 , a deceleration calculation module 112 and a brake current control module 113 .

[0100] All eddy current brake controllers 11 in each carriage are networked through a dual redundant CAN bus 50. The first eddy current brake controller 11 and the last eddy current brake controller 11 are used as redundant main brake controllers of the carriage to calculate and distribute the total braking force of the carriage. When an eddy current brake controller 11 fails, the output current of the remaining normal eddy current brake controllers 11 of the vehicle is increased to compensate for the braking loss of the faulty controller to achieve the target deceleration of the vehicle.

[0101] It should be noted that the operation control system is connected to the eddy current brake controller 11 of each carriage through the MVB bus 30 (English full name: Multifunction VehicleBus, Chinese full name: Multifunction Vehicle Bus, as part of the train communication network) or Ethernet. Ethernet provides high-speed data transmission capability, which is essential for real-time transmission of key data such as train operation status and braking instructions. The train network control system needs to meet the requirements of multi-site and distributed control. Ethernet communication can realize information exchange between various systems of the train and realize the intelligence, networking and informatization of the train control system. Each carriage is equipped with N eddy current brake controllers 11, numbered 1-N, of which there are two main brake controllers, namely the first eddy current brake controller 11 and the last eddy current brake controller 11. The two main brake controllers select one to regulate the other eddy current brake controllers 11. At the same time, the driver's cab is also connected to the eddy current brake controller 11 of each carriage through the command hard line 40. For example, the control command can be transmitted to the eddy current brake controller 11 of each carriage through a handle or a button. In addition, the eddy current brake controllers 11 of each carriage are connected to each other through a CAN bus 50 (English full name: Controller Area Network, Chinese full name: Controller Area Network bus, Controller Area Network bus is a serial communication protocol bus for real-time applications) to achieve information transmission between each other.

[0102] When too many eddy current brake controllers 11 in this car fail and the remaining normal eddy current brake controllers 11 in this car cannot provide braking force compensation, in order to ensure the total braking demand of the train, the eddy current brake controllers 11 of other normal vehicles share the braking demand.

[0103] Braking instructions can be divided into network instructions and hard-wire instructions. Hard-wire instructions can generate multiple braking levels through multiple hard wires, or generate a single braking level through a single hard wire. When the network is normal, the eddy current brake controller 11 obtains the braking instructions transmitted by the Ethernet network, and completes the control of the braking deceleration of the vehicle according to other parameter information. When the network fails, the eddy current brake controller 11 obtains the hard-wire instruction, and the deceleration of the vehicle is controlled according to the maximum load of the preset value. The operation control system adjusts the braking level through the hard wire or adjusts the deceleration of the entire train by applying and removing eddy current braking, thereby achieving parking at the destination.

[0104] Any validity of the maximum braking level of eddy current braking (network command, hard-line command) will trigger the maximum level eddy current braking.

[0105] In summary, the rail vehicle braking control method and system of the present application can flexibly adjust the electromagnetic braking force of the corresponding single car according to the load and braking requirements of the single car, and adaptively adjust the electromagnetic braking force of the remaining cars, so as to achieve consistent deceleration of each car, reduce the longitudinal force between cars, and ensure the stability and reliability of vehicle operation.

[0106] A rail vehicle provided in the present application includes the rail vehicle braking control system described in the above specific embodiments; other parts of the rail vehicle can refer to related technologies and will not be elaborated in this article.

[0107] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0108] The rail vehicle, rail vehicle braking control method and rail vehicle braking control system provided by the present application are introduced in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the scheme of the present application and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the present application.

Claims

1. A rail vehicle braking control method, characterized in that: include: Get braking command; Calculate the theoretical deceleration of the corresponding car at the current moment according to the car weight, speed, magnetic gap, braking current and ramp information of the corresponding car at the current moment; The theoretical deceleration is compared with the target deceleration. When the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, the braking current is maintained. When the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is reduced. When the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, the braking current is increased.

2. The rail vehicle braking control method according to claim 1, characterized in that: The step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment comprises: The eddy current braking force, the friction braking force, the aerodynamic driving resistance, the magnetization driving resistance and the linear generator driving resistance are calculated according to the vehicle speed, the magnetic gap and the braking current; Calculating the ramp resistance according to the ramp information; The total braking force is calculated according to the eddy current braking force, the friction braking force, the aerodynamic driving resistance, the magnetization driving resistance, the linear generator driving resistance and the ramp resistance; The theoretical deceleration is calculated according to the vehicle weight and the total braking force.

3. The rail vehicle braking control method according to claim 2, characterized in that: Before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the step further includes: The air pressure of each air spring of the rail vehicle is collected by a pressure sensor, and the air pressure is fed back to the eddy current brake controller of the corresponding carriage so that the eddy current brake controller can calculate the vehicle weight.

4. The rail vehicle braking control method according to claim 2, characterized in that: Before the step of calculating the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment, the step further includes: The vehicle speed is obtained by collecting the vehicle speed through an absolute position sensor and a relative position sensor; Detecting the magnetic gap between the brake electromagnet wear plate and the guide rail by means of a laser displacement sensor; The eddy current braking force, the friction braking force, the aerodynamic driving resistance, the magnetization driving resistance, and the linear generator driving resistance are calculated by the eddy current brake controller.

5. The rail vehicle braking control method according to any one of claims 1 to 4, characterized in that: After the step of obtaining the braking instruction, the method further includes: Increase the braking current of the corresponding car according to the preset current increase rate.

6. The rail vehicle braking control method according to any one of claims 1 to 4, characterized in that: The obtaining of the braking instruction is specifically as follows: Obtain the braking level or target deceleration instruction issued by the operation control system to the corresponding car.

7. A rail vehicle braking control system, characterized in that: The rail vehicle braking control method according to any one of claims 1 to 6 is adopted, wherein the rail vehicle braking control system includes an eddy current braking control module provided in a corresponding carriage, and the eddy current braking control module includes: An instruction acquisition module, used for acquiring a braking instruction; The deceleration calculation module is used to calculate the theoretical deceleration of the corresponding carriage at the current moment according to the vehicle weight, vehicle speed, magnetic gap, braking current, and ramp information of the corresponding carriage at the current moment; A braking current control module is used to compare the theoretical deceleration with the target deceleration, and to maintain the braking current when the absolute value of the difference between the theoretical deceleration and the target deceleration is less than or equal to a set value, to reduce the braking current when the theoretical deceleration is greater than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value, and to increase the braking current when the theoretical deceleration is less than the target deceleration and the absolute value of the difference between the theoretical deceleration and the target deceleration is greater than the set value.

8. The rail vehicle braking control system according to claim 7, characterized in that: The rail vehicle braking control system also includes two eddy current braking electromagnets arranged in corresponding carriages, and the eddy current braking control module includes two groups of eddy current braking controllers, which respectively provide braking currents for the magnetic poles arranged on the two eddy current braking electromagnets.

9. The rail vehicle braking control system according to claim 8, characterized in that: At least two of the eddy current braking controllers include the instruction acquisition module, the deceleration calculation module and the braking current control module.

10. A rail vehicle, characterized in that: It comprises a rail vehicle braking control system as described in any one of claims 7 to 9.

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