Method for controlling parking and starting of railway vehicle

Abstract

The invention discloses a rail vehicle parking and starting control method which comprises the following steps: controlling the actual traction force of a rail vehicle to be increased according to a first impact rate, and controlling the actual braking force of the rail vehicle to be reduced at the same time; and when the railway vehicle moves, keeping the actual traction force of the current railway vehicle as the current traction force until the actual braking force of the railway vehicle is reduced to zero. According to the method, by adopting a matching strategy of increasing traction force and decreasing braking force, when the braking force of the vehicle is not completely released, the traction force is gradually established to a critical value sufficient to overcome static resistance, so that the vehicle begins to move; the vehicle is controlled to completely relieve the current actual braking force while the current traction force is kept unchanged, time sequence separation of the traction force and the braking force is achieved, impact superposition caused by simultaneous change of the traction force and the braking force is avoided, passengers start without induction, and riding comfort is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of braking systems for urban rail vehicles, and particularly to a control method for starting and stopping a rail vehicle. Background Art

[0002] With the rapid development of modern urban rail transit such as subways, people are increasingly concerned about the riding experience and service quality, and put forward higher requirements for the smoothness and comfort of train operation. When designing the train start control for some lines, after the traction system receives the traction command and grade information, it will increase the traction force to the required value according to the fixed impact limit. During the rising process, when it exceeds a preset large fixed threshold, a parking brake release command is sent. When the air braking system receives the parking brake release command, the parking brake is released to zero according to the agreed fixed impact rate.

[0003] Although there are requirements for the longitudinal impact rate of the train at the initial stage of line design, such as not exceeding a certain threshold, and each subsystem is debugged to meet this requirement, during the train start-up stage, there is a superposition period when the traction force rises and the parking braking force decreases. The cooperation is often not ideal, which will cause the impact rates generated by the changes in the traction force and the parking braking force to be superimposed, resulting in an increase in the overall impact rate of the train, and may even cause slight shaking of the train, seriously affecting the comfort experience of passengers. Summary of the Invention

[0004] One of the purposes of the present invention is to provide a control method for starting and stopping a rail vehicle, so as to solve the problem in the prior art that during the starting and stopping stage of a rail vehicle, there is a superposition period when the traction force and the braking force change simultaneously, resulting in the superposition of the impact rates generated by each, leading to an increase in the overall impact rate of the train and affecting the comfort experience of passengers.

[0005] To achieve one of the above-mentioned invention purposes, the present invention provides a control method for starting and stopping a rail vehicle, including: controlling the actual traction force of the rail vehicle to increase according to a first impact rate, and at the same time controlling the actual braking force of the rail vehicle to decrease; when the rail vehicle is moving, maintaining the actual traction force of the current rail vehicle as the current traction force until the actual braking force of the rail vehicle decreases to zero.

[0006] As a further improvement of an embodiment of the present invention, the controlling the actual traction force of the rail vehicle to increase according to the first impact rate includes: obtaining a first traction force and a second traction force; wherein, the first traction force is set according to the minimum value of overcoming the static resistance of the rail vehicle; the second traction force is greater than the first traction force; using the first traction force as the target, controlling the actual traction force of the rail vehicle to increase; after the actual braking force of the rail vehicle decreases to zero, the method further includes: using the second traction force as the target, controlling the rail vehicle to continue to increase on the basis of the first traction force.

[0007] As a further improvement of an embodiment of the present invention, reducing the actual braking force of the controlled rail vehicle includes: obtaining a first braking force, which is set according to the minimum holding braking force for the rail vehicle to coast; using the first braking force as a target, controlling the actual braking force of the rail vehicle to decrease, and maintaining the first braking force until the rail vehicle moves when the current actual braking force drops to the first braking force.

[0008] As a further improvement of an embodiment of the present invention, before obtaining the first traction force and the second traction force, the method further includes: determining whether the current rail vehicle is located on a ramp; if so, determining the first traction force and the first braking force according to the ramp resistance of the current rail vehicle.

[0009] As a further improvement of an embodiment of the present invention, determining the first traction force and the first braking force according to the ramp resistance of the current rail vehicle includes: obtaining the actual total mass of the current rail vehicle and determining the corresponding ramp resistance; the ramp resistance is equal to the downward sliding force generated by the gravity corresponding to the actual total mass in the ramp direction; determining the first traction force according to the ramp resistance and the additional resistance; the first traction force is equal to the sum of the ramp resistance, the additional resistance and a first safety margin.

[0010] As a further improvement of an embodiment of the present invention, determining the first traction force and the first braking force according to the ramp resistance of the current rail vehicle includes: determining the first braking force according to the ramp resistance; the first braking force is equal to the sum of the ramp resistance and a second safety margin.

[0011] As a further improvement of an embodiment of the present invention, after the actual braking force of the rail vehicle is reduced to zero, the method further includes: controlling the current rail vehicle to increase the actual traction force at a second impact rate; wherein the first impact rate is greater than the second impact rate.

[0012] As a further improvement of an embodiment of the present invention, reducing the actual braking force of the controlled rail vehicle includes: obtaining a first braking force; controlling the rail vehicle to reduce the actual braking force at a third impact rate to match the first braking force; maintaining the actual traction force of the current rail vehicle as the current traction force until the actual braking force of the rail vehicle is reduced to zero includes: controlling the rail vehicle to reduce the actual braking force at a fourth impact rate until the actual braking force of the rail vehicle is reduced to zero; wherein the third impact rate is greater than the fourth impact rate.

[0013] As a further improvement of an embodiment of the present invention, before controlling the rail vehicle to reduce the actual braking force at a fourth impact rate, the method further includes: determining the fourth impact rate according to the numerical relationship between the first braking force and the second braking force corresponding to the maximum ramp in the operating line of the rail vehicle.

[0014] As a further improvement of an embodiment of the present invention, controlling the rail vehicle to reduce the actual braking force at a fourth impact rate includes: determining whether the first braking force is less than the second braking force corresponding to the maximum ramp in the operating line of the rail vehicle; if so, controlling the rail vehicle to reduce the actual braking force at a first preset impact rate; if not, controlling the rail vehicle to reduce the actual braking force at a second preset impact rate, and the first preset impact rate is greater than the second preset impact rate.

[0015] To achieve one of the above-mentioned invention purposes, the present invention also provides a rail vehicle configured to: when starting to park, gradually increase the actual traction force at a first impact rate while reducing the actual braking force;

[0016] When starting and moving, maintain the current actual traction force and continue to move while reducing the actual braking force until the actual braking force is reduced to zero.

[0017] To achieve one of the above-mentioned invention purposes, the present invention also provides an electronic device, including: at least one processor; a memory storing a computer program that can run on the processor, and characterized in that when the processor executes the program, it executes the steps of the control method.

[0018] Compared with the prior art, the embodiments of the present invention have at least one of the following beneficial effects:

[0019] The present invention adopts a control method for starting a parked rail vehicle. By adopting a cooperation strategy of increasing the traction force and decreasing the braking force, when the braking force is not fully released, the traction force has been gradually established to a critical value sufficient to overcome the static resistance, enabling the vehicle to start moving. When the vehicle is moving, by keeping the current traction force unchanged and controlling the vehicle to fully relieve the current actual braking force, the timing separation of the two is realized, avoiding the impact superposition caused by the simultaneous change of the two. Especially in the ramp condition, the maintenance of the traction force and the slow release of the braking force can not only avoid the large impact rate caused by the sudden change of the resultant force, making the passengers feel no start-up impact and improving the riding comfort; but also prevent the vehicle from slipping due to instantaneous release, improving the safety performance of starting to park. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic structural diagram of an electronic device in an embodiment of the present invention.

[0021] Figure 2It is a schematic diagram of the steps of the control method for starting and stopping a rail vehicle in an embodiment of the present invention.

[0022] Figure 3 It is a timing schematic diagram of the control method for starting and stopping a rail vehicle in an embodiment of the present invention.

[0023] Figure 4(a) is a schematic diagram of the steps of step S1 in an embodiment of the present invention.

[0024] Figure 4(b) is a schematic diagram of the steps of step S1 in another embodiment of the present invention.

[0025] Figure 5 It is a schematic diagram of the steps before step S111 in an embodiment of the present invention.

[0026] Figure 6 It is a schematic diagram of the steps of step P2 in an embodiment of the present invention.

[0027] Figure 7 It is the step diagram of step S1 in another embodiment of the present invention.

[0028] Figure 8 It is a schematic diagram of the steps of the control method for starting and stopping a rail vehicle in a specific embodiment of the present invention. Detailed Embodiments

[0029] The present invention will be described in detail below in conjunction with the specific embodiments shown in the drawings. However, these embodiments do not limit the present invention, and any structural, method, or functional transformation made by those of ordinary skill in the art based on these embodiments is included within the protection scope of the present invention.

[0030] It should be noted that the term "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article, or device. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0031] As Figure 1 shown, an embodiment of the present invention provides a refrigeration device 200.

[0032] The refrigeration device 200 may specifically be a computer device, and the computer device may be a terminal device or a server.

[0033] The refrigeration device 200 includes at least one processor. The control method for starting and stopping a rail vehicle provided by the present invention can be applied to or implemented by the processor. Specifically, the processor may be a central processing unit (CPU) 21.

[0034] The refrigeration device 200 includes a memory. The memory is used to store various types of data to support the operation of the refrigeration device 200. Examples of such data include: any computer program for operating on a computer device. The memory may be a read-only memory (ROM) 22, a random access memory (RAM) 23, or other storage part 28. The storage part 28 may be located inside the refrigeration device 200 or outside the refrigeration device 200.

[0035] In one embodiment, when the processor executes the computer program stored in the memory, the steps of the control method for starting and stopping a rail vehicle in any technical solution of the present invention are executed.

[0036] In one embodiment, the refrigeration device 200 includes a central processing unit 21, which can perform various appropriate actions and processes according to the program stored in the read-only memory 22 or the program loaded from the storage part 28 into the random access memory 23. In the random access memory 23, various programs and data required for system operation are also stored. The central processing unit 21, the read-only memory 22, and the random access memory 23 are connected to each other via a bus 24. An input / output interface (Input / Output interface, i.e., I / O interface) 25 is also connected to the bus 24.

[0037] The following components are connected to the input / output interface 25: an input part 26 including a keyboard, a mouse, etc.; an output part 27 including such as a cathode ray tube (CRT), a liquid crystal display (LCD), etc. and a speaker, etc.; a storage part 28 including a hard disk, etc.; and a communication part 29 including a network interface card such as a local area network card, a modem, etc. The communication part 29 performs communication processing via a network such as the Internet. A drive 210 is also connected to the input / output interface 25 as needed. A removable medium 211, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 210 as needed so that the computer program read from it can be installed into the storage part 28 as needed.

[0038] As Figure 2As shown in the figure, an embodiment of the present invention provides a control method for starting and stopping a rail vehicle, and the method includes but is not limited to the following steps.

[0039] Step S1: Control the actual traction force of the rail vehicle to increase according to the first impact rate, and at the same time control the actual braking force of the rail vehicle to decrease;

[0040] Step S2: When the rail vehicle is in motion, keep the actual traction force of the current rail vehicle as the current traction force until the actual braking force of the rail vehicle decreases to zero.

[0041] In this way, by adopting the cooperation strategy of increasing the traction force and decreasing the braking force, when the braking force is not fully released, the traction force has been gradually built up to a critical value sufficient to overcome the static resistance, so that the vehicle starts to move. When the vehicle is in motion, by keeping the current traction force unchanged and controlling the vehicle to fully relieve the current actual braking force, the timing separation of the two is realized, avoiding the impact superposition caused by the simultaneous change of the two. Especially in the ramp working condition, the maintenance of the traction force and the slow release of the braking force can not only avoid the large impact rate caused by the sudden change of the resultant force, making the passengers feel no starting impact and improving the riding comfort, but also prevent the vehicle from slipping due to instantaneous release, improving the safety performance of starting and stopping.

[0042] In step S1, the impact rate is a physical quantity describing the change rate of acceleration. In the present invention, it can directly reflect the smoothness of the output of power (including at least one of the traction force and the braking force).

[0043] In the starting stage of the rail vehicle, obtain the holding braking force of the current rail vehicle and the target traction force required during the normal operation of the vehicle, and control the rail vehicle to increase the actual traction force until the vehicle moves with the target traction force as the target.

[0044] To describe the change of the traction force and the braking force during this process, as Figure 3 shown, the starting stage of the vehicle can be divided into two stages: the static breakthrough stage (i.e., before zero speed) and the dynamic acceleration stage (i.e., after zero speed). Among them, the static breakthrough stage corresponds to the time period T0-T2 shown in Figure 2 ; the dynamic acceleration stage corresponds to the time period T2-T5 shown in Figure 2 .

[0045] In step S1, before the vehicle breaks through zero speed, the vehicle has not started moving yet. Maintaining the braking force mainly serves to prevent the vehicle from rolling due to external factors (such as slopes, etc.) when it is static. As the actual traction force increases and the actual braking force decreases, the traction force gradually overcomes the braking force and various resistances (such as the friction between the wheels and the rails, air resistance, etc.) when the vehicle is stationary. When the traction force increases to a certain extent, it can cause the vehicle to accelerate, and the vehicle begins to transform from a stationary state to a moving state, that is, it breaks through zero speed and enters the dynamic acceleration stage.

[0046] In step S2, after the vehicle breaks through zero speed, its task is to maintain the moving state of the vehicle, maintain a certain traction force to overcome the running resistance, and at the same time eliminate the interference of the braking force on the vehicle movement.

[0047] Based on this, as shown in Figure 4(a), in one embodiment, the step of controlling the actual traction force of the rail vehicle to increase according to the first impact rate in step S1 includes the following steps.

[0048] Step S111, obtain a first traction force and a second traction force; the second traction force is greater than the first traction force;

[0049] Based on this, after step S2, the control method further includes:

[0050] Step S112, using the second traction force as the target, control the rail vehicle to continue to increase on the basis of the first traction force.

[0051] In this way, before the vehicle breaks through zero speed, by gradually increasing the traction force, it is possible to more precisely overcome various resistances when the vehicle is stationary, enabling the vehicle to smoothly and successfully transform from a stationary state to a moving state, avoiding vehicle impacts and vibrations caused by sudden changes in the traction force, and improving the smoothness and safety of vehicle startup. After the vehicle breaks through zero speed, continuing to increase the traction force with the second traction force as the target can provide sufficient power support for the vehicle's acceleration, enabling the vehicle to quickly and stably reach the target speed.

[0052] In step S11, the second traction force is set according to the target traction force required for the normal operation of the vehicle. It is the traction force required to maintain the vehicle running at a target speed at a constant speed or running with a target acceleration.

[0053] The first traction force is set according to the minimum value of overcoming the static resistance of the rail vehicle. Specifically, the first traction force is an initial traction force applied during the vehicle startup process and is determined according to the current maximum static friction of the rail vehicle. That is, the first traction force is equal to the sum of the maximum static friction and the safety threshold. This avoids energy waste caused by over-traction and reduces mechanical shocks.

[0054] In a specific embodiment, according to the performance parameters of the current rail vehicle (such as vehicle mass, friction coefficient between vehicle wheels and rails, etc.) and the current track conditions (gradient, curve radius, etc.), the minimum traction force required to break static friction is determined.

[0055] In a specific embodiment, with the second traction force as the target, control the actual traction force of the rail vehicle to increase. Determine whether the wheels change from static to sliding through a rotational speed sensor, or detect the wheel-rail chatter signal through a vibration sensor to identify the switching point between the static friction state and the dynamic friction state; when it is detected that the vehicle starts to slide, record the current actual traction force as the first traction force. Increase the actual traction force on the basis of this first traction force to make it match the second traction force. This control method can adapt to different line conditions through feedback conditions and has strong adaptability.

[0056] In the above two stages, the braking force will also be adjusted correspondingly along with the change of the traction force. Based on this, as shown in FIG. 4(b), in one embodiment, the step of controlling the actual braking force of the rail vehicle to decrease in step S1 includes the following steps.

[0057] Step S121, obtain the first braking force;

[0058] Step S122, with the first braking force as the target, control the actual braking force of the rail vehicle to decrease, and maintain the first braking force until the rail vehicle moves when the current actual braking force drops to the first braking force.

[0059] In this way, on the one hand, by gradually reducing the actual braking force to the first braking force, it is possible to make the change of the braking force more stable and gentle during the process of the vehicle releasing the brake and preparing to move, avoiding vehicle impact and shaking caused by sudden changes in the braking force, and improving the starting smoothness and riding comfort of the vehicle. On the other hand, maintaining the first braking force until the vehicle moves can effectively prevent the vehicle from slipping due to insufficient braking force at the initial stage of starting, ensuring the safety of vehicle starting.

[0060] In step S121, the first braking force is set according to the minimum holding braking force for the rail vehicle to prevent slipping. The minimum holding braking force refers to the minimum braking force threshold required to maintain the position stability of the rail vehicle in the static state. Its essence is the dynamic balance result of the vehicle gravity component, environmental disturbing force, and surface friction force. It can be seen that the first braking force is the braking force retained by the air braking system after partial relief of the braking force during the vehicle starting stage, which is used to prevent the vehicle from slipping when the traction force is not fully established.

[0061] In other words, if the vehicle is on a slope, the braking force applied to the rail vehicle is less than the first braking force, and the vehicle will experience a landslide. Even if the vehicle is on flat ground, if the braking force applied to the rail vehicle is less than the first braking force, a rolling situation may occur due to the current track conditions (such as wet rails or contaminated rails) and / or the environmental conditions (such as wind force level).

[0062] In step S2, based on the speed sensor to detect the movement of the rail vehicle, when the running speed of the vehicle detected by the speed sensor is greater than zero, it is determined that the current rail vehicle is in motion.

[0063] Continue to refer to Figure 3 As shown, at time T0, the rail vehicle receives a vehicle start command, and time T2 is the time point when the vehicle breaks through zero speed. In the T0 - T2 stage, aiming at F1 (the first traction force), the actual traction force of the rail vehicle is controlled to increase. At the same time, aiming at F4 (the first braking force), the actual braking force of the rail vehicle is controlled to decrease (i.e., from F3 -> F4). At time T1, when the actual braking force has dropped to F4, if the vehicle movement signal has not been received, the rail vehicle is controlled to maintain F4 from time T1 to time T2 (or T3).

[0064] In other embodiments, T1 is not necessarily smaller than T2. In other words, in the static breakthrough stage, the establishment time of the first traction force can be faster than the relief time of the first braking force (i.e., T2 > T1). Or, the establishment time of the first traction force can also be slower than the relief time of the first braking force (i.e., T1 > T2). No specific limitation is made in this regard.

[0065] In the T4 - T5 stage, the braking force of the rail vehicle has been completely relieved, and then aiming at F2 (the second traction force), the actual traction force of the rail vehicle is controlled to increase.

[0066] As Figure 5 shown, in one embodiment, before step S111, the control method may further include the following steps.

[0067] Step P1, determine whether the current rail vehicle is located on a slope;

[0068] Step P2, if so, determine the first traction force and the first braking force according to the slope resistance of the current rail vehicle.

[0069] As Figure 6 shown, in one specific embodiment, step P2 may specifically include the following steps.

[0070] Step P21, obtain the actual total mass of the current rail vehicle and determine its corresponding slope resistance; the slope resistance is equal to the downward sliding force generated by the gravity corresponding to the actual total mass in the slope direction.

[0071] Step P22: Determine the first traction force based on the ramp resistance and additional resistance; the first traction force is equal to the sum of the ramp resistance, the additional resistance, and a first safety margin.

[0072] Step P23: Determine the first braking force based on the ramp resistance; the first braking force is equal to the sum of the ramp resistance and a second safety margin.

[0073] In step P21, the ramp resistance refers to the component of gravity along the track direction when the rail vehicle runs along the ramp. When the ramp is upward (i.e., the vehicle is in the climbing stage), the corresponding ramp resistance is positive (i.e., it hinders the vehicle's progress) and traction force is required to overcome it; when the ramp is downward (i.e., the vehicle is in the downhill stage), the corresponding ramp resistance is negative, which helps the vehicle move forward, and a braking force needs to be applied to keep it stationary. The additional resistance generally refers to the sum of all resistances when the vehicle is running.

[0074] In a specific embodiment, the additional resistance includes at least one of basic resistance, curve additional resistance, and tunnel additional resistance.

[0075] The basic resistance refers to the inherent resistance composed of wheel-rail rolling friction, air resistance, etc. when the vehicle runs on a straight track. The curve additional resistance refers to the additional resistance generated by the sliding friction between the wheel flange and the track side and the rotation of the bogie when the vehicle passes through a curved track. The tunnel additional resistance refers to the increase in air resistance generated when the rail vehicle enters the tunnel due to the obstruction of air flow.

[0076] In step P22, the first safety margin can be understood as the first traction force being greater than the sum of the ramp resistance and the additional resistance. The first safety margin is used to ensure that the traction system can cope with at least one of the following uncertainties: fluctuations in wheel-rail friction (such as a decrease in adhesion coefficient caused by rain or snow), changes in vehicle load (such as fluctuations in the number of passengers, weight error of goods), and control delay (sensor response or actuator lag).

[0077] For the sake of easy understanding, for example, it is defined that the current rail vehicle is on a ramp with an inclination angle of θ, the total mass of the vehicle (including self-weight and passenger load) is M, the curve radius of the curved track is R, and the tunnel additional resistance is W t , the basic resistance is W b , then the curve additional resistance W r is A / R, where A is a constant. The ramp resistance W 1 of the rail vehicle is calculated according to formula (1), and the additional resistance W 2 is determined according to formula (2); the first traction force F 1 of the rail vehicle is determined according to formula (3).

[0078] W 1 = M * g * sinθ (1)

[0079] W 2 = W b + W t + W r (2)

[0080] F 1 = W 1 + W 2 + the first safety margin (3)

[0081] Wherein, g is the acceleration due to gravity. For the additional resistance W of the tunnel t , the basic resistance W b , the specific calculation method can refer to the relevant calculation process of the current rail vehicle and will not be elaborated here.

[0082] In this example, when the rail vehicle is on flat ground, θ is 0, then the first traction force F 1 = W 2 + the first safety margin.

[0083] Determine the first braking force F of the rail vehicle according to formula (4) 4 ,

[0084] F 4 = W 1 + the second safety margin (4)

[0085] In this example, when the rail vehicle is on flat ground, θ is 0, then the first braking force F 4 only needs to cover the second safety margin.

[0086] The first safety margin and the second safety margin are not necessarily fixed values and can also be dynamically adjusted according to the load of the vehicle, line conditions or operation requirements. For example, the margin is increased in snowy weather. It can be seen that at least one of the first safety margin and the second safety margin is dynamically corrected based on the real-time working conditions of the rail vehicle.

[0087] In order to shorten the starting time of the rail vehicle and reduce the impact on passengers during the starting stage, different impact rates are used to adjust the traction force and / or braking force when the vehicle is stationary and when the vehicle is moving.

[0088] In one embodiment, after step S3, the method further includes:

[0089] Step S4, controlling the current rail vehicle to increase the actual traction force at the second impact rate; wherein, the first impact rate is greater than the second impact rate.

[0090] In a specific embodiment, taking the first traction force as the target, the actual traction force of the rail vehicle is controlled to increase according to the first impact rate; after the actual braking force of the rail vehicle is reduced to zero, taking the second traction force as the target, the rail vehicle is controlled to continue to increase on the basis of the first traction force according to the second impact rate.

[0091] In this way, by using a relatively large first impact rate to quickly adjust the traction force to the first traction force during the vehicle stationary stage, it can not only ensure the rapid response of the power system, but also utilize the characteristic that passengers are less sensitive to the change of acceleration (i.e., impact rate) in the stationary state to avoid the generation of discomfort. Once the vehicle enters the moving state, the actual traction force is slowly adjusted to the second traction force at a lower second impact rate, and the acceleration change rate is controlled within the comfortable threshold of the human body to enhance the user's comfort experience.

[0092] In a specific embodiment, the first impact rate is 0.75m / s 3 , and the second impact rate is 0.3m / s 3 .

[0093] As Figure 7 shown, in another embodiment, the step of controlling the actual braking force of the rail vehicle to decrease in step S1 includes the following steps.

[0094] Step S131, obtaining the first braking force;

[0095] Step S132, controlling the rail vehicle to decrease the actual braking force at a third impact rate to match the first braking force;

[0096] Based on this, step S2 may specifically include the following steps.

[0097] Step S2’, controlling the rail vehicle to decrease the actual braking force at a fourth impact rate until the actual braking force of the rail vehicle is reduced to zero; wherein, the third impact rate is greater than the fourth impact rate.

[0098] In this way, by differentially adjusting the braking force relief rate in stages, the safety and comfort of the braking release process are optimized.

[0099] Specifically, in the vehicle stationary stage, a higher third impact rate is used to quickly reduce the braking force to the anti-rolling safety threshold (the first braking force), and the main braking force release is completed by utilizing the characteristic that the human body is less sensitive to the change of impact rate in the static stage; when the vehicle enters the moving state, it is switched to a lower fourth impact rate to slowly release the remaining braking force to ensure the riding comfort during the running stage.

[0100] This "static rapid unloading - dynamic gentle zeroing" two-stage control method not only ensures the response speed of the braking system but also strictly limits the impact rate after braking within the range of user comfort standards, enhancing the riding comfort. At the same time, it avoids the risk of instantaneous slipping due to a sudden reduction in braking force under ramp conditions.

[0101] In a specific embodiment, the third impact rate is 0.75 m / s 3 , and the fourth impact rate is 0.3 m / s 3 .

[0102] In a specific embodiment, the fourth impact rate is negatively correlated with the duration during which the braking force of the rail vehicle decreases from the current actual value to 0.

[0103] This embodiment reveals the dynamic balance relationship between the fourth impact rate and the braking force adjustment duration. When a larger fourth impact rate is selected, it means allowing a higher deceleration change rate, causing the braking system to release the braking force in a more "aggressive" manner, that is, the braking force decline curve is steeper, so the time required for the current value to drop to 0 is shortened.

[0104] Conversely, when a smaller fourth impact rate is selected, it means allowing a lower deceleration change rate, causing the braking system to release the braking force in a more "gentle" manner, that is, the braking force decline curve is flatter, so the time required for the current braking force value to drop to 0 is extended.

[0105] In one embodiment, the fourth impact rate is determined according to the numerical relationship between the first braking force and the second braking force corresponding to the maximum ramp in the operating line of the rail vehicle. In other words, the fourth impact rate is set according to the first braking force and the second braking force corresponding to the maximum ramp in the operating line of the rail vehicle.

[0106] As Figure 8 shown, in a specific embodiment, the control method further includes the following steps.

[0107] Step M1, determine whether the first braking force is less than the second braking force corresponding to the maximum ramp in the operating line of the rail vehicle;

[0108] If so, jump to step M2A to control the rail vehicle to reduce the actual braking force at a first preset impact rate;

[0109] If not, jump to step M2B to control the rail vehicle to reduce the actual braking force at a second preset impact rate, where the first preset impact rate is greater than the second preset impact rate.

[0110] In this way, by comparing and judging the current first braking force with the second braking force corresponding to the maximum ramp on the running line of the rail vehicle, the braking demand intensity of the vehicle running environment can be accurately identified. This can not only quickly respond to the braking demand, reduce the delay in vehicle start or acceleration, but also reduce the longitudinal impact caused by sudden changes in braking force, and improve the comfort experience of passengers.

[0111] In step M1, the maximum ramp generally refers to the working condition that requires the maximum holding braking force among all ramp sections on the vehicle running line, rather than simply referring to the section with the largest physical slope. It can be seen that the braking force corresponding to the maximum ramp (i.e., the second braking force) is the limit working condition threshold preset in the line design stage, while the first braking force is the holding braking force at the ramp where the current vehicle is located, and it is a dynamic demand value calculated in real time during the vehicle operation.

[0112] In other embodiments, the above two embodiments can be combined. That is, when the vehicle is in a stationary state, with the first traction force as the target, control the rail vehicle to increase the actual traction force at the first impact rate, and at the same time, with the first braking force as the target, control the rail vehicle to reduce the actual braking force at the third impact rate; when the rail vehicle is in motion, keep the actual traction force of the current rail vehicle as the current traction force, and at the same time control the rail vehicle to reduce the actual braking force at the fourth impact rate until the actual braking force of the rail vehicle is reduced to zero; with the second traction force as the target, control the rail vehicle to increase the actual traction force at the second impact rate.

[0113] The above-mentioned multiple embodiments, examples or specific examples provided by the present invention can be combined with each other, so as to finally form multiple more optimal embodiments.

[0114] Continue to refer to Figure 3 The timing schematic diagram of the control method for the rail vehicle to stop and start under a relatively optimal embodiment as shown. Next, the processing process of this relatively optimal embodiment will be summarized taking the rail vehicle as an example, and the processing processes of other vehicles are similar. Figure 2 Taking the rail vehicle as an example, the processing process of this relatively optimal embodiment will be summarized below. The processing processes of other vehicles are similar.

[0115] In the first stage of vehicle start (i.e., the static breakthrough stage), when the traction system receives the traction command and / or gear position information at time T0, at this time the vehicle is still in a stationary state (speed v = 0) and starts. On the one hand, by obtaining the first traction force F1, and controlling the rail vehicle to increase the actual traction force at a relatively large impact rate J1 (i.e., the first impact rate) until the actual traction force reaches the first traction force F1 at time T2.

[0116] On the other hand, the air braking system also receives a traction command and / or gear position information at time T0. By obtaining the first braking force F4, it controls the rail vehicle to quickly partially relieve the current holding braking force F3 of the vehicle at a relatively large impact rate J3 (i.e., the third impact rate) until it is relieved to the first braking force F4 at time T1. Maintaining the first braking force F4 enables the vehicle to safely stop on the current ramp with a certain safety margin (i.e., the second safety margin) to prevent the vehicle from rolling back on the ramp. After the current actual braking force drops from F3 to F4, the first braking force F4 is controlled to be maintained for a period of time until a holding brake release command is received (i.e., the vehicle is ready to start moving).

[0117] In the above first stage, although there is a superimposed area in time for the decrease in the braking force and the increase in the traction force of the rail vehicle, the vehicle remains stationary in this superimposed area and no real speed has been generated yet. The passengers' perception of the change in the impact rate is weak, so a relatively high impact rate is allowed to accelerate the power response.

[0118] After the actual traction force increases from 0 to F1 and it is ensured that the vehicle can move safely, a holding brake release command will be sent to the air braking system at time T2. At the same time, after time T2, the vehicle will break through zero speed and truly generate speed.

[0119] When the braking system receives the holding brake release command at time T2 or detects that the vehicle is non-zero speed (speed v > 0), it enters the second stage of vehicle start-up (i.e., the dynamic acceleration stage), and the control system immediately switches to the low impact rate mode. At this time, after the response duration of T2 - T3, the traction force no longer continues to increase, but remains at the current first traction force F1 that has been reached. At the same time, the braking force begins to gradually decrease at the fourth impact rate J4 until the braking force drops to 0 at time T4 (i.e., the brake cylinder pressure is relieved to 0 bar). After the braking force is completely relieved, the air braking system sends a brake-relieved status signal to the traction system.

[0120] After the traction system receives the brake-relieved status signal at time T4, it continues to target the second traction force F2 and controls the rail vehicle to increase the actual traction force at the second impact rate J2. At time T5, the vehicle reaches the second traction force F2, that is, the vehicle starts to run according to the target speed or target acceleration.

[0121] In this stage, by keeping the traction force constant and gradually reducing the braking force, it avoids the discomfort caused by the sudden change of the traction force during the moving state and ensures the smooth exit of the braking system.

[0122] An embodiment of the present invention provides a rail vehicle. The rail vehicle is configured to: when starting from a stop, gradually increase the actual traction force at a first impact rate while reducing the actual braking force; when starting and in motion, maintain the current actual traction force and continue to move while reducing the actual braking force until the actual braking force is reduced to zero.

[0123] In one embodiment, during the process from starting from a stop to steady driving, the rail vehicle can successively operate with different traction forces as targets. For example, first operate with a smaller first traction force as the target, and then operate with a larger second traction force as the target.

[0124] For example, when starting from a stop, the rail vehicle gradually increases the actual traction force with the first traction force as the target while reducing the actual braking force; when the actual braking force is reduced to 0, the rail vehicle uses the second traction force as the target and continues to gradually increase the actual traction force on the basis of the first traction force.

[0125] In one embodiment, during the process from starting from a stop to steady driving, the rail vehicle can successively operate with larger braking forces as targets and keep the braking force unchanged before the rail vehicle moves. For example, first operate with a larger first braking force as the target, and then operate with the braking force of 0 as the target.

[0126] For example, during the process of starting from a stop, the rail vehicle gradually reduces the actual braking force with the first braking force as the target while gradually increasing the actual traction force; before the rail vehicle moves, keep the first braking force unchanged.

[0127] In one embodiment, during the process from starting from a stop to steady driving, the rail vehicle can first detect the current road condition; when the rail vehicle is on a slope, determine the first braking force and the first traction force required for the rail vehicle to be in a stationary state according to the slope resistance of the current slope.

[0128] For example, during the process of starting from a stop, the rail vehicle calculates the downward sliding force of the current rail vehicle in the slope direction according to the angle of the current slope and the actual load of the current vehicle (i.e., configured as the product of the actual total mass and the acceleration due to gravity), and uses this downward sliding force as the slope resistance.

[0129] For example, during the process of starting from a stop, the rail vehicle gradually increases the traction force according to the sum of the slope resistance, the additional resistance, and the first safety margin.

[0130] For example, during the process of starting from a stop, the rail vehicle gradually reduces the braking force according to the sum of the slope resistance and the second safety margin.

[0131] For example, during the parking start process, the rail vehicle gradually increases the traction force according to the sum of the ramp resistance, additional resistance, and the first safety margin; at the same time, the rail vehicle gradually reduces the braking force according to the sum of the ramp resistance and the second safety margin.

[0132] In one embodiment, during the process from parking start to steady running of the rail vehicle, it can run with different impact rates as the target successively. For example, first run with a smaller first impact rate as the target, and then run with a larger second impact rate as the target.

[0133] For example, during parking start, the rail vehicle gradually increases the actual traction force according to the first impact rate and reduces the actual braking force at the same time; when the actual braking force drops to 0, the rail vehicle continues to gradually increase the actual traction force according to the second impact rate.

[0134] For example, during parking start, the rail vehicle gradually reduces the actual braking force according to the third impact rate; when the rail vehicle is in motion, the rail vehicle continues to reduce the actual braking force according to the fourth impact rate until the actual braking force drops to 0.

[0135] For example, during parking start, the rail vehicle gradually increases the actual traction force according to the first impact rate and gradually reduces the actual braking force according to the third impact rate at the same time; when the rail vehicle is in motion, the rail vehicle continues to reduce the actual braking force according to the fourth impact rate until the actual braking force drops to 0; when the actual braking force drops to 0, the rail vehicle continues to gradually increase the actual traction force according to the second impact rate.

[0136] In one embodiment, during the process from parking start to steady running of the rail vehicle, it can screen out the required fourth impact rate according to the numerical relationship between the second braking force corresponding to the maximum ramp in the route to be operated by the rail vehicle and the first braking force of the ramp where the current rail vehicle is located. For example, when the first braking force of the ramp where the current rail vehicle is located is less than the second braking force corresponding to the maximum ramp, reduce the actual braking force according to a larger first preset impact rate; when the first braking force of the ramp where the current rail vehicle is located is greater than or equal to the second braking force corresponding to the maximum ramp, reduce the actual braking force according to a smaller second preset impact rate.

[0137] The rail vehicle can also include other functional configurations. Specifically, it can be adaptively configured with reference to the control method for the parking start of the rail vehicle provided above, which will not be elaborated here.

[0138] In summary, a control method for starting and stopping a rail vehicle provided by the present invention. By adopting a cooperation strategy of increasing traction force and decreasing braking force, when the braking force is not fully released, the traction force has been gradually built up to a critical value sufficient to overcome the static resistance, enabling the vehicle to start moving. When the vehicle is moving, by keeping the current traction force unchanged and controlling the vehicle to fully relieve the current actual braking force, the time sequence separation of the two is achieved, avoiding the impact superposition caused by the simultaneous change of the two. Especially in the ramp working condition, the maintenance of the traction force and the slow release of the braking force can not only avoid the large impact rate caused by the sudden change of the resultant force, making the passengers start without feeling it and improving the riding comfort, but also prevent the vehicle from slipping due to instantaneous release, improving the safety performance of starting and stopping.

[0139] It should be understood that although this specification is described according to the embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0140] The series of detailed descriptions listed above are only specific descriptions of the feasible embodiments of the present invention, and they are not intended to limit the protection scope of the present invention. Any equivalent embodiments or changes made without departing from the technical spirit of the present invention should be included in the protection scope of the present invention.

Claims

1. A control method for stopping and starting a rail vehicle, characterized in that: include: controlling the actual traction force of the rail vehicle to increase according to the first impact rate, and controlling the actual braking force of the rail vehicle to decrease; When the rail vehicle is moving, the actual traction force of the current rail vehicle is maintained as the current traction force until the actual braking force of the rail vehicle is reduced to zero.

2. The control method according to claim 1, characterized in that: The controlling the actual traction force of the rail vehicle to increase according to the first impact rate comprises: Obtaining a first traction force and a second traction force; wherein the first traction force is set according to a minimum value for overcoming the static resistance of the rail vehicle; and the second traction force is greater than the first traction force; Taking the first traction force as a target, controlling the actual traction force of the rail vehicle to increase; After the actual braking force of the rail vehicle is reduced to zero, the method further comprises: Taking the second traction force as a target, the rail vehicle is controlled to continue to increase the traction force on the basis of the first traction force.

3. The control method according to claim 1, characterized in that: The controlling the actual braking force of the rail vehicle to reduce comprises: Obtaining a first braking force, wherein the first braking force is set according to a minimum holding braking force for a rail vehicle to slide; Taking the first braking force as a target, the actual braking force of the rail vehicle is controlled to decrease, and when the current actual braking force decreases to the first braking force, the first braking force is maintained until the rail vehicle moves.

4. The control method according to claim 2, characterized in that: Before obtaining the first traction force and the second traction force, the method further includes: Determine whether the current rail vehicle is located at a ramp; If so, the first traction force and the first braking force are determined according to the current slope resistance of the rail vehicle.

5. The control method according to claim 4, characterized in that: The determining of the first traction force and the first braking force according to the current slope resistance of the rail vehicle comprises: Obtaining the actual total mass of the current rail vehicle and determining the corresponding ramp resistance; the ramp resistance is equal to the sliding force generated by the gravity corresponding to the actual total mass in the ramp direction; A first traction force is determined according to the ramp resistance and the additional resistance; the first traction force is equal to the sum of the ramp resistance, the additional resistance and a first safety margin.

6. The control method according to claim 5, characterized in that: The determining of the first traction force and the first braking force according to the current slope resistance of the rail vehicle comprises: A first braking force is determined according to the ramp resistance; the first braking force is equal to the sum of the ramp resistance and a second safety margin.

7. The control method according to claim 1, characterized in that: After the actual braking force of the rail vehicle is reduced to zero, the method further comprises: The current rail vehicle is controlled to increase actual traction at a second impact rate; wherein the first impact rate is greater than the second impact rate.

8. The control method according to claim 1, characterized in that: The controlling the actual braking force of the rail vehicle to reduce comprises: Obtain the first braking force; Controlling the rail vehicle to reduce the actual braking force at a third impact rate so as to match the first braking force; The step of maintaining the actual traction force of the current rail vehicle as the current traction force until the actual braking force of the rail vehicle is reduced to zero includes: The rail vehicle is controlled to reduce the actual braking force at a fourth impact rate until the actual braking force of the rail vehicle is reduced to zero; wherein the third impact rate is greater than the fourth impact rate.

9. The control method according to claim 8, characterized in that: Before controlling the rail vehicle to reduce the actual braking force at the fourth impact rate, the method further includes: A fourth impact rate is determined according to a numerical relationship between the first braking force and a second braking force corresponding to a maximum ramp in a rail vehicle operation route.

10. The control method according to claim 8, characterized in that: The controlling the rail vehicle to reduce the actual braking force at a fourth impact rate comprises: Determining whether the first braking force is less than a second braking force corresponding to a maximum ramp in a rail vehicle operation route; If yes, controlling the rail vehicle to reduce the actual braking force at a first preset impact rate; If not, the rail vehicle is controlled to reduce the actual braking force at a second preset impact rate, and the first preset impact rate is greater than the second preset impact rate.

11. A rail vehicle, characterized in that: The rail vehicle is configured as follows: When starting from a stop, the actual traction force is gradually increased according to the first impact rate, while the actual braking force is reduced; When the vehicle starts to move, the current actual traction force is maintained and the actual braking force is continuously reduced until the actual braking force is reduced to zero.

12. An electronic device comprising: at least one processor; A memory storing a computer program executable on the processor, wherein the processor executes the steps of the control method according to claims 1 to 10 when executing the program.

Images