Completion method, device and equipment for braking force of whole rail transit vehicle and medium

Abstract

The embodiment of the invention relates to the field of rail transit vehicles, and discloses a rail transit vehicle whole vehicle braking force compensation method, device, equipment and medium, and the rail transit vehicle whole vehicle braking force compensation method comprises the steps that from braking of a target rail transit vehicle, the real-time speed, the vehicle weight and the braking level are monitored; the whole vehicle braking requirement is distributed to a traction system and a braking system according to the electric braking capacity; under the condition that the speed at the beginning of braking does not reach the electric braking speed turning point and air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the air braking force of the whole vehicle is calculated when the electric braking speed turning point is reached; and the total missing value is compensated from the electric braking speed turning point. According to the whole rail transit vehicle braking force compensation method disclosed by the invention, the problem that required braking force cannot be quickly supplemented in a high-speed stage by pneumatic braking is solved, so that the required braking force can be quickly supplemented in the high-speed stage, and the overall burden of a traction system is not increased.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of rail transit vehicles, and in particular to a method, device, equipment and medium for compensating the braking force of a rail transit vehicle. Background Art

[0002] At present, the braking force management of urban rail transit vehicles is usually coordinated by the vehicle network system. The network system collects braking instructions and level signals sent by the signal system or driver control, calculates the total braking force demand of the vehicle based on the current vehicle weight, and allocates the vehicle braking demand to the traction system first based on the current electric braking capacity value fed back by the traction system. The part of the electric braking that is insufficient is sent to the braking system to supplement the air braking.

[0003] For the currently common 80km / h, 100km / h, and 120km / h grade rail transit trains, the braking requirements for electric braking are generally as follows: 100% level AW2 working condition electric braking independently meets the requirements of full electric braking from the electric-pneumatic conversion point to 80km / h, full electric braking from the electric-pneumatic conversion point to 90km / h, and vehicle deceleration ≥ 1.0m / s from the electric-pneumatic conversion point to 90km / h 2 When braking in high-speed zones, trains at 100km / h and 120km / h require additional air braking to meet the vehicle's braking needs. For trains at 100km / h and 120km / h operating conditions (AW2 and above), air braking must be supplemented based on insufficient electric braking. The electric braking characteristics are designed to be in the full electric braking range from the electric-air conversion point to 90km / h, where electric braking can solely meet braking needs. Speeds above 90km / h are in the natural characteristic range, where electric braking capacity is inversely proportional to the square of speed. The higher the speed, the less electric braking can be achieved, and the more air braking needs to be supplemented. When the train begins braking at maximum speed, throughout the braking process, the greater the braking level, the faster the speed decreases. As speed decreases, the electric braking capacity gradually increases to a constant force, requiring air braking. Initial braking requires air braking. As the electric braking capacity increases, the required air braking capacity decreases until the electric braking constant force zone is reached. During the dynamic adjustment process, due to the rapid changes in electric braking and the mechanical delay characteristics of air braking, the insufficient electric braking cannot be quickly supplemented. During the initial braking, the actual total braking force of the vehicle is far from meeting the braking requirements. The higher the speed level, the greater the cumulative loss of braking force. For 120km / h trains, there is usually a pure electric braking area with an average equivalent deceleration greater than 1.0m / s 2 The average braking deceleration in the full speed range cannot be greater than 1.0m / s 2To meet the technical requirements of the traction system, a common solution is to enhance the electric braking characteristics and reduce the impact of air brake delay. However, this solution, due to the increased electric braking force, increases the braking current borne by various devices in the traction system, increasing the overall burden on the traction system. Furthermore, the vehicle's braking system is capable of high-speed air replenishment. However, due to the air brake's time delay and existing braking force distribution scheme, air brakes cannot quickly replenish the required braking force at high speeds. Summary of the Invention

[0004] The purpose of the present invention is to at least provide a method, device, equipment and medium for compensating the braking force of a rail transit vehicle, which can at least solve the problem that the air brake cannot quickly supplement the required braking force at high speeds, and at least achieve the effect of quickly supplementing the required braking force at high speeds without increasing the overall burden of the traction system.

[0005] In order to solve the above technical problems, at least one embodiment of the present application provides a method for compensating the braking force of a rail transit vehicle, including: starting from the braking of the target rail transit vehicle, monitoring the real-time speed, vehicle weight and braking level, and allocating the braking demand of the whole vehicle to the traction system and the braking system according to the electric braking capacity; when the speed at the beginning of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, calculating the total missing value of the air braking force of the whole vehicle when the electric braking speed turning point is reached; and compensating for the total missing value starting from the electric braking speed turning point.

[0006] At least one embodiment of the present application also provides a rail transit vehicle braking force compensation device, including: a monitoring module, which is used to monitor the real-time speed, vehicle weight and braking level starting from the braking of the target rail transit vehicle, and allocate the braking demand of the whole vehicle to the traction system and the braking system according to the electric braking capacity; a calculation module, which is used to calculate the total missing value of the whole vehicle air braking force when the electric braking speed turning point is reached, if the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point; and a compensation module, which is used to compensate for the total missing value starting from the electric braking speed turning point.

[0007] At least one embodiment of the present application also provides an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the above-mentioned rail transit vehicle braking force compensation method.

[0008] At least one embodiment of the present application further provides a computer-readable storage medium storing a computer program, which implements the above-mentioned rail transit vehicle braking force compensation method when executed by a processor.

[0009] At least one embodiment of the present application further provides a computer program product, including a computer program, which implements the steps of the above method when executed by a processor.

[0010] The embodiment of the present application provides a method for compensating the braking force of a rail transit vehicle. Starting from the braking of the target rail transit vehicle, the real-time speed, vehicle weight and braking level are monitored, and the braking demand of the whole vehicle is allocated to the traction system and the braking system according to the electric braking capacity; when the speed at the beginning of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the air braking force of the whole vehicle is calculated when the electric braking speed turning point is reached; and compensation for the total missing value is performed starting from the electric braking speed turning point. This method of using fixed-value air brake compensation in the electric brake constant-force zone can supplement the braking force missing in the high-speed zone, ensuring that the vehicle's actual braking force meets the braking requirements. Specifically, by fully evaluating the vehicle's electric and air brake capabilities based on whether the speed at the start of braking reaches the electric brake speed turning point and whether air brake force supplementation is needed, air brake compensation is performed after the electric brake turning point. This avoids the existing practice of further improving electric brake characteristics while increasing the burden on various traction system devices. Furthermore, since air brake compensation is performed immediately after the electric brake turning point, the speed range of air brake compensation remains very high, far exceeding the low-speed precision parking control zone, and therefore does not adversely affect signal control. This method is suitable for rail transit vehicle network systems to compensate for the missing braking force of the vehicle in high-speed zones.

[0011] In some optional embodiments, when the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the air braking force of the entire vehicle is calculated when the electric braking speed turning point is reached, including: determining whether the speed at the start of braking has reached the electric braking speed turning point; when the speed at the start of braking has reached the electric braking speed turning point, determining whether the air braking force needs to be supplemented before the electric braking speed turning point; when the air braking force needs to be supplemented before the electric braking speed turning point, integrating the real-time braking force demand, real-time electric braking force value, and real-time air braking force value of the entire vehicle from the start of braking to the electric braking speed turning point; determining whether the real-time speed has reached the electric braking speed turning point; when the electric braking speed turning point is reached, obtaining the total missing value of the air braking force of the entire vehicle based on the integrated calculation result. The real-time braking force demand, real-time electric braking force value, and real-time air braking force value of the entire vehicle from the start of braking to the electric braking speed turning point are integrated to obtain the difference between the sum of the actual electric braking force and the actual air braking force and the braking demand of the entire vehicle, which is the total missing value of the braking force of the entire vehicle at high speed. Furthermore, by using air brakes in the constant electric braking area to compensate for the braking force lost in the high-speed area, the actual braking value of the vehicle can meet the required value during full-speed braking, avoiding the situation where the vehicle still cannot meet the deceleration requirements of the technical contract when braking at the maximum level.

[0012] In some optional embodiments, the following calculation formula is used to integrate the real-time braking force demand, real-time electric braking force value, and real-time air braking force value of the entire vehicle from the start of braking to the electric braking speed turning point;

[0013]

[0014] Where, F B缺失 Indicates the total missing value of the vehicle's air braking force; F B需求 (t) represents the real-time braking force requirement of the vehicle at time t; F B牵引 (t) represents the real-time electric braking force value at time t; F B制动 (t) represents the real-time air braking force value at time t; t 转折 Indicates the moment when the electric braking speed turning point is reached.

[0015] Through this integral calculation formula, the total missing value of the vehicle's braking force in the high-speed stage can be obtained through real-time calculation when the electric braking speed turning point is reached, which is used to compensate for the braking force lost in the high-speed area through the air braking force in the constant electric braking area.

[0016] In some optional embodiments, compensation for the total missing value is performed starting from the electric brake speed turning point, including: starting from the electric brake speed turning point, compensation is performed using the product of the target compensation deceleration and the vehicle weight as the target braking force value, the target compensation deceleration being the product of the difference between the second braking deceleration and the first braking deceleration and the current braking level, the second braking deceleration being greater than the first braking deceleration. Compensation is performed after the electric brake turning point. When the braking level is constant, the compensation value of the air brake is a constant value, achieving a proportional distribution of the air brake force to be compensated, avoiding the dynamic adjustment and uncertainty of compensation in the high-speed zone. During the constant electric braking force stage, the air brake is used to compensate for the loss of vehicle braking at high speeds, so that the actual value of the total braking force during the entire braking process meets the required braking force value of the vehicle. Compensation is performed within the capacity of the air brake, without increasing the electric brake characteristics, without increasing the burden on the traction system during electric braking, and without adversely affecting other subsystems of the vehicle.

[0017] In some optional embodiments, during the compensation process using the product of the target compensated deceleration and the vehicle weight as the target braking force value, the target braking force value and time are integrated, and compensation is terminated when the integrated result reaches the total missing value. By integrating the target braking force value and time during the compensation process, compensation can be terminated when the total supplemented air braking force equals the missing braking force in the high-speed zone, exiting the braking force compensation control mode and allocating the braking force according to the actual total braking demand.

[0018] In some optional embodiments, during compensation using the product of the target compensation deceleration and the vehicle weight as the target braking force value, the integral calculation result reaches the total missing value when the following formula is satisfied:

[0019]

[0020] Where, F B补偿 Indicates the total missing value of the vehicle's air braking force; a 快制 Indicates the second braking deceleration; a 常用 represents the first braking deceleration; P(t) represents the braking level at time t; M 换算 Indicates the converted mass of the train; t 补偿 Indicates the moment when the integral calculation result reaches the total missing value of the vehicle's pneumatic braking force.

[0021] Through this integral calculation formula, the compensated braking force can be calculated in real time during the compensation process until the total supplemented air braking force is equal to the braking force missing in the high-speed area.

[0022] In some optional embodiments, the target rail transit vehicle includes a rail transit vehicle with a speed rating of 100 km / h or higher. This method can address the problem of the total braking force during initial braking of rail transit vehicles with speed ratings of 100 km / h or higher falling far short of the vehicle's braking requirements. By using the pneumatic brake in the constant-current braking area to compensate for the loss of braking force in the high-speed zone, the actual braking value of the vehicle during full-speed braking meets the required value, thus avoiding the situation where the vehicle still fails to meet the deceleration requirements of the technical contract even when braking at the maximum level. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] One or more embodiments are exemplarily described by the figures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments.

[0024] Figure 1 This is a flow chart of a method for compensating the braking force of a rail transit vehicle provided in an embodiment of the present application;

[0025] Figure 2 is a schematic diagram of traction and electric braking characteristic curves provided in an embodiment of the present application;

[0026] Figure 3 This is a schematic diagram of the existing braking process provided by the embodiment of the present application;

[0027] Figure 4 This is a schematic diagram of the braking process after adding air brake compensation control according to an embodiment of the present application;

[0028] Figure 5 This is a schematic diagram of the power compensation control logic provided by an embodiment of the present application;

[0029] Figure 6 It is a schematic diagram of a rail transit vehicle braking force compensation device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, each embodiment of the present application will be described in detail below with reference to the accompanying drawings. However, it will be understood by those skilled in the art that in each embodiment of the present application, many technical details are proposed to enable the reader to better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical solutions claimed in the present application can be implemented. The division of the following embodiments is for convenience of description and should not constitute any limitation on the specific implementation of the present application. The various embodiments can be combined and referenced with each other under the premise of no contradiction.

[0031] In order to solve the technical problem that air brakes cannot quickly supplement the required braking force at high speeds, the present invention proposes a method for compensating the braking force of a whole rail transit vehicle. The implementation details of the method for compensating the braking force of a whole rail transit vehicle in this embodiment are described in detail below. The following content is only the implementation details provided for easy understanding and is not necessary for the implementation of this solution.

[0032] Example 1:

[0033] The rail transit vehicle braking force compensation method of this embodiment can be applied to electronic devices with communication, computing and data storage capabilities, such as the network system of a rail transit vehicle. The specific process can be as follows: Figure 1 Shown, including:

[0034] Step 101 , starting from the braking of the target rail transit vehicle, monitors the real-time speed, vehicle weight and braking level, and distributes the braking demand of the entire vehicle to the traction system and the braking system according to the electric braking capacity.

[0035] In specific implementations, target rail transit vehicles include those with speeds above 100 km / h. This method addresses the issue of the total braking force during initial braking for rail transit vehicles with speeds above 100 km / h falling far short of the vehicle's braking requirements. By using the pneumatic brake in the constant-current braking zone to compensate for the loss of braking force in the high-speed zone, the actual braking force of the vehicle during full-speed braking meets the required value, preventing the vehicle from failing to meet the deceleration requirements of the technical contract even when braking at maximum speed.

[0036] Step 102 : If the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, calculate the total missing value of the vehicle air braking force when the electric braking speed turning point is reached.

[0037] The traction and electric braking characteristics of a 120km / h urban rail vehicle are used as an example to illustrate the traction and electric braking characteristics. Figure 2 As shown, in order to ensure the display effect, Figure 2 Use color drawings. Figure 2 The curves shown show that the electric braking characteristics are related to grid voltage, load, and speed. The electric braking characteristic curve shows the electric braking force value at 100% level under the current load, current voltage, and current speed, that is, the electric braking capacity at different voltages and speeds. With AW2 / AW3 loads and speeds above 90 km / h, the electric braking force is inversely proportional to the square of the speed. When the speed is below 90 km / h, the electric braking force is constant and independent of speed. With AW0 loads and speeds above 103 km / h, the electric braking force is inversely proportional to the square of the speed. When the speed is below 103 km / h, the electric braking force is constant and independent of speed.

[0038] The existing braking process is as follows Figure 3 As shown, the 100% level braking condition under the existing AW2 condition is used as an example for explanation. When braking begins, the electric brake responds very quickly and quickly responds to the braking demand sent by the network system. Since the electric braking force in the high-speed zone cannot fully meet the braking demand of the entire vehicle, a part of the air brake needs to be supplemented at this time. As the speed decreases, the electric brake gradually increases, and the air brake begins to increase after a certain time delay, and decreases as the electric brake gradually increases until the train speed drops to the turning point of the electric brake speed. After the turning point of the electric brake speed, the electric brake can meet the braking demand alone, and the air brake does not need to be supplemented. From Figure 3 As can be seen from the schematic diagram, there is a missing part in the vehicle braking demand before the electric braking speed turning point, and the air brake supplement cannot completely cover the vehicle braking demand.

[0039] This embodiment fully evaluates the electric braking capacity and air braking capacity of the entire vehicle by judging whether the speed at the start of braking is before the electric braking speed turning point and whether air braking force needs to be supplemented before the electric braking speed turning point. On this basis, the braking force compensation is performed by adopting air braking compensation after the electric braking turning point, thereby avoiding the situation in the prior art where the burden of various equipment in the traction system is increased by further improving the electric braking characteristics. Moreover, since air braking compensation is performed after the electric braking turning point, the speed range of air braking compensation is still very high, far exceeding the low-speed precision parking control area, and therefore will not have an adverse effect on signal control.

[0040] Step 103 : Compensation of the total missing value is performed starting from the electric braking speed turning point.

[0041] The rail transit vehicle whole vehicle braking force compensation method provided in this embodiment is applicable to the compensation control of the rail transit vehicle network system for the missing part of the whole vehicle braking force in the high-speed area. Starting from the braking of the target rail transit vehicle, the real-time speed, vehicle weight and braking level are monitored, and the whole vehicle braking demand is allocated to the traction system and the braking system according to the electric braking capacity; when the speed at the beginning of braking does not reach the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the whole vehicle air braking force is calculated when the electric braking speed turning point is reached; and the total missing value is compensated starting from the electric braking speed turning point. This method of compensating by a fixed value of air braking in the electric braking constant force area can supplement the missing braking force in the high-speed area, so that the actual braking force of the whole vehicle meets the braking demand.

[0042] In some embodiments, when the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, calculating the total missing value of the air braking force of the entire vehicle when the electric braking speed turning point is reached further includes:

[0043] Step 102a, determining whether the speed at the start of braking reaches the electric braking speed turning point; if the speed at the start of braking reaches the electric braking speed turning point, executing step 102b;

[0044] Step 102b, determining whether air braking force needs to be supplemented before the electric braking speed turning point; if air braking force needs to be supplemented before the electric braking speed turning point, executing step 102c;

[0045] Step 102c, integrating and calculating the real-time braking force demand, real-time electric braking force value, and real-time pneumatic braking force value of the vehicle from the start of braking to the electric braking speed turning point;

[0046] Step 102d, determining whether the real-time speed reaches the electric braking speed turning point; if the real-time speed reaches the electric braking speed turning point, executing step 102e;

[0047] Step 102e: Obtain the total missing value of the vehicle's air braking force based on the integral calculation result.

[0048] The vehicle's real-time braking force demand, real-time electric braking force, and real-time pneumatic braking force are integrated from the start of braking to the electric braking speed turning point. The difference between the sum of the actual electric braking force and the actual pneumatic braking force and the vehicle's braking demand is the total braking force loss at high speeds. By further compensating for the lost braking force at high speeds using the pneumatic brake in the constant electric braking area, the vehicle's actual braking force meets the required value during full-speed braking, preventing the vehicle from failing to meet the deceleration requirements of the technical contract even when braking at maximum speed.

[0049] In some embodiments, the following calculation formula is used to integrate the real-time braking force demand, real-time electric braking force value, and real-time air braking force value of the vehicle from the start of braking to the electric braking speed turning point;

[0050]

[0051] Where, F B缺失 Indicates the total missing value of the vehicle's air braking force; F B需求 (t) represents the real-time braking force requirement of the vehicle at time t; F B牵引 (t) represents the real-time electric braking force value at time t; F B制动 (t) represents the real-time air braking force value at time t; t 转折 Indicates the moment when the electric braking speed turning point is reached.

[0052] Through this integral calculation formula, the total missing value of the vehicle's braking force in the high-speed stage can be obtained through real-time calculation when the electric braking speed turning point is reached, which is used to compensate for the braking force lost in the high-speed area through the air braking force in the constant electric braking area.

[0053] In some embodiments, compensating for the total missing value starting from the electric braking speed turning point further includes:

[0054] Step 103a, starting from the turning point of the electric braking speed, compensation is performed using the product of the target compensation deceleration and the vehicle weight as the target braking force value. The target compensation deceleration is the product of the difference between the second braking deceleration and the first braking deceleration and the current braking level. The second braking deceleration is greater than the first braking deceleration.

[0055] According to the above analysis, a part of the braking force will be lost when braking at high speed. The air brake can be used to supplement the braking force after the electric brake speed turning point to compensate for the lost braking force. Taking the existing AW2 working condition and 100% level braking condition as an example, the braking process after adding the air brake compensation control is as follows: Figure 4 shown.

[0056] Step 103b: In the process of compensating by taking the product of the target compensation deceleration and the vehicle weight as the target braking force value, integrate the target braking force value and time, and stop compensation when the integral calculation result reaches the total missing value.

[0057] By integrating the target braking force value and time during the compensation process, compensation can be stopped when the total supplemented air braking force is equal to the braking force missing in the high-speed area, and the braking force compensation control mode can be exited to distribute the braking force according to the actual total braking demand.

[0058] In a specific implementation, when the target braking force value is compensated by multiplying the target compensation deceleration by the vehicle weight, the integral calculation result reaches the aforementioned total missing value when the following formula is satisfied:

[0059]

[0060] Where, F B补偿 Indicates the total missing value of the vehicle's air braking force; a 快制 Indicates the second braking deceleration; a 常用 represents the first braking deceleration; P(t) represents the braking level at time t; M 换算 Indicates the converted mass of the train; t 补偿 Indicates the moment when the integral calculation result reaches the total missing value of the vehicle's pneumatic braking force.

[0061] Through this integral calculation formula, the compensated braking force can be calculated in real time during the compensation process until the total supplemented air braking force is equal to the braking force missing in the high-speed area.

[0062] Compensation is performed after the electric braking turning point. For a given braking level, the air brake compensation value remains constant, ensuring proportional distribution of the required air braking force and avoiding the dynamic adjustments and uncertainty associated with compensation in high-speed zones. During the constant electric braking force phase, the air brake compensates for vehicle braking losses during high-speed periods, ensuring that the actual total braking force during the entire braking process meets the required vehicle braking force. Compensation is performed within the capabilities of the air brake, eliminating the need to increase electric braking characteristics, placing no additional burden on the traction system during electric braking, and having no adverse effects on other vehicle subsystems.

[0063] In one example, the first braking deceleration can be the equivalent deceleration for normal braking, the second braking deceleration can be the equivalent deceleration for rapid braking, and the vehicle weight can refer to the converted mass of the train. When braking in the high-speed zone, due to the characteristics of electric and pneumatic braking, the total actual braking force from the start of braking to the electric braking turning point will be less than the vehicle's braking demand. The higher the speed level, the greater the braking force loss. Based on this characteristic, during high-speed braking, the vehicle network system's main control unit integrates the vehicle's real-time braking force demand, real-time electric braking force, and real-time pneumatic braking force from the start of braking to the electric braking speed turning point. The difference between the sum of the real-time electric braking force and the real-time pneumatic braking force and the real-time braking force demand represents the braking force loss in the high-speed zone. After the electric brake enters the constant-force zone, pure electric braking can meet the braking demand for operating conditions AW0 to AW2. For operating conditions AW2 and above, electric braking can be applied at maximum braking force until the low-speed electric-to-pneumatic transition point. After the electric brake speed turning point, pneumatic braking compensation is applied. The compensation method of this embodiment is: multiply the current braking level by the rapid braking deceleration (usually 1.2m / s 2 ) is the deceleration baseline. The deceleration required for compensation is calculated by subtracting the current gear position multiplied by the common braking coefficient (usually around 1.12). This difference, multiplied by the vehicle's converted mass, is the target braking force for compensation. This braking force is integrated with time until the total pneumatic braking force equals the braking force missing in the high-speed zone. This solution compensates for the missing braking force in the high-speed zone by using a fixed pneumatic brake value in the constant-force electric braking zone, ensuring that the vehicle's actual braking force meets the braking requirements.

[0064] The main advantages of the above compensation method are:

[0065] (1) Based on a full evaluation of the vehicle's electric and air braking capabilities, air brake compensation is employed after the electric braking turning point, thus avoiding further improving the electric braking characteristics and increasing the burden on the traction system's equipment.

[0066] (2) The speed range of air brake compensation is still very high, much larger than the low-speed precision parking control area, and will not have an adverse effect on signal control;

[0067] (3) Compensation is performed after the turning point of the electric brake. When the braking level is constant, the compensation value of the air brake is a constant value, which avoids the dynamic adjustment and uncertainty of the compensation in the high-speed area.

[0068] In one example, the braking force compensation control logic is as follows: Figure 5 As shown. When rail transit trains with speed levels of 100km / h, 120km / h and above brake in high-speed areas, due to the characteristic of the vehicle traction system that the electric braking force is inversely proportional to the square of the speed in high-speed areas, when the braking level is large, a certain amount of air braking needs to be supplemented to meet the braking needs of the entire vehicle. The higher the speed, the smaller the electric braking that the vehicle can exert, and the more air braking needs to be supplemented. During the braking process, as the speed decreases, during the dynamic adjustment process, due to the rapid changes in electric braking and the certain mechanical delay characteristics of air braking, the insufficient part of electric braking cannot be quickly supplemented. During the initial braking, the actual total braking force of the entire vehicle is far from meeting the braking needs of the entire vehicle. For 120km / h-level trains, there is usually a pure electric braking area, and the average equivalent deceleration is greater than 1.0m / s 2 The average deceleration rate at all speeds cannot be greater than 1.0m / s 2 Technical requirements. This method uses the network system to integrate the real-time braking force demand, real-time electric braking force value, and real-time pneumatic braking force value of the entire vehicle from the start of braking to the turning point of the electric braking speed. The difference between the sum of the real-time electric braking force value and the real-time pneumatic braking force value and the real-time braking force demand is the braking force missing in the high-speed area. After the train speed drops to the electric braking turning point, the network system calculates the total braking force missing in the high-speed area, distributes it to the pneumatic brake in equal proportion according to the difference between the rapid braking deceleration and the common braking deceleration, and integrates the compensation value. When the total compensation value is equal to the total loss value, the compensation control is exited. After compensation, the sum of the actual values of the electric braking force and the pneumatic braking force is equal to the braking demand of the entire vehicle during the entire braking process. The average braking deceleration value of the entire vehicle is basically consistent with the design value, which can meet the average deceleration requirement value defined in the technical contract.

[0069] Example 2:

[0070] Another embodiment of the present application relates to a rail transit vehicle braking force compensation device. The implementation details of the rail transit vehicle braking force compensation device of this embodiment are specifically described below. The following content is only for the convenience of understanding the implementation details, and is not necessary for the implementation of this solution. The schematic diagram of the rail transit vehicle braking force compensation device of this embodiment can be as follows: Figure 6 As shown, it includes a monitoring module 601 , a calculation module 602 and a compensation module 603 .

[0071] The monitoring module 601 is used to monitor the real-time speed, vehicle weight and braking level of the target rail transit vehicle starting from the braking, and distribute the braking demand of the entire vehicle to the traction system and the braking system according to the electric braking capacity;

[0072] a calculation module 602 for calculating a total missing value of the vehicle's air braking force when the vehicle reaches the electric braking speed turning point, if the speed at the start of braking has not reached the electric braking speed turning point and air braking force needs to be supplemented before the electric braking speed turning point;

[0073] The compensation module 603 is configured to compensate for the total missing value starting from the electric braking speed turning point.

[0074] In specific implementations, target rail transit vehicles include those with speeds above 100 km / h. This device can address the problem of the total braking force during initial braking of rail transit vehicles with speeds above 100 km / h falling far short of the vehicle's braking requirements. By using the pneumatic brake in the constant-current braking area to compensate for the loss of braking force in the high-speed zone, the actual braking force of the vehicle during full-speed braking meets the required value, preventing the vehicle from failing to meet the deceleration requirements of the technical contract even when braking at the maximum level.

[0075] This embodiment fully evaluates the electric braking capacity and air braking capacity of the entire vehicle by judging whether the speed at the start of braking is before the electric braking speed turning point and whether air braking force needs to be supplemented before the electric braking speed turning point. On this basis, the braking force compensation is performed by adopting air braking compensation after the electric braking turning point, thereby avoiding the situation in the prior art where the burden of various equipment in the traction system is increased by further improving the electric braking characteristics. Moreover, since air braking compensation is performed after the electric braking turning point, the speed range of air braking compensation is still very high, far exceeding the low-speed precision parking control area, and therefore will not have an adverse effect on signal control.

[0076] This embodiment is applicable to the compensation control of the missing braking force of the whole vehicle in the high-speed zone by the rail transit vehicle network system. Starting from the braking of the target rail transit vehicle, the real-time speed, vehicle weight and braking level are monitored, and the braking demand of the whole vehicle is allocated to the traction system and the braking system according to the electric braking capacity. When the speed at the beginning of braking does not reach the turning point of the electric braking speed and the air braking force needs to be supplemented before the turning point of the electric braking speed, the total missing value of the air braking force of the whole vehicle is calculated when the turning point of the electric braking speed is reached; and the total missing value is compensated starting from the turning point of the electric braking speed. This method of compensating with a fixed value of air braking in the electric braking constant force zone can supplement the missing braking force in the high-speed zone, so that the actual braking force of the whole vehicle meets the braking demand.

[0077] In some embodiments, when the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the air braking force of the entire vehicle is calculated when the electric braking speed turning point is reached, further including: judging whether the speed at the start of braking has reached the electric braking speed turning point; when the speed at the start of braking has reached the electric braking speed turning point, judging whether the air braking force needs to be supplemented before the electric braking speed turning point; when the air braking force needs to be supplemented before the electric braking speed turning point, integrating the real-time braking force demand, real-time electric braking force value, and real-time air braking force value of the entire vehicle from the start of braking to the electric braking speed turning point; judging whether the real-time speed has reached the electric braking speed turning point; when the electric braking speed turning point is reached, obtaining the total missing value of the air braking force of the entire vehicle according to the integral calculation result.

[0078] The vehicle's real-time braking force demand, real-time electric braking force, and real-time pneumatic braking force are integrated from the start of braking to the electric braking speed turning point. The difference between the sum of the actual electric braking force and the actual pneumatic braking force and the vehicle's braking demand is the total braking force loss at high speeds. By further compensating for the lost braking force at high speeds using the pneumatic brake in the constant electric braking area, the vehicle's actual braking force meets the required value during full-speed braking, preventing the vehicle from failing to meet the deceleration requirements of the technical contract even when braking at maximum speed.

[0079] In some embodiments, the following calculation formula is used to integrate the real-time braking force demand, real-time electric braking force value, and real-time air braking force value of the vehicle from the start of braking to the electric braking speed turning point;

[0080]

[0081] Where, F B缺失 Indicates the total missing value of the vehicle's air braking force; F B需求 (t) represents the real-time braking force requirement of the vehicle at time t; F B牵引 (t) represents the real-time electric braking force value at time t; F B制动 (t) represents the real-time air braking force value at time t; t 转折 Indicates the moment when the electric braking speed turning point is reached.

[0082] Through this integral calculation formula, the total missing value of the vehicle's braking force in the high-speed stage can be obtained through real-time calculation when the electric braking speed turning point is reached, which is used to compensate for the braking force lost in the high-speed area through the air braking force in the constant electric braking area.

[0083] In some embodiments, compensation for the total missing value is performed starting from the turning point of the electric braking speed, further including: starting from the turning point of the electric braking speed, compensation is performed using the product of the target compensation deceleration and the vehicle weight as the target braking force value, the target compensation deceleration is the product of the difference between the second braking deceleration and the first braking deceleration and the current braking level, and the second braking deceleration is greater than the first braking deceleration.

[0084] In some embodiments, compensation for the total missing value is performed starting from the turning point of the electric braking speed, and can further include: in the process of compensating with the product of the target compensated deceleration and the vehicle weight as the target braking force value, integrating the target braking force value and time, and stopping compensation when the integral calculation result reaches the total missing value.

[0085] By integrating the target braking force value and time during the compensation process, compensation can be stopped when the total supplemented air braking force is equal to the braking force missing in the high-speed area, and the braking force compensation control mode can be exited to distribute the braking force according to the actual total braking demand.

[0086] In a specific implementation, when the target braking force value is compensated by multiplying the target compensation deceleration by the vehicle weight, the integral calculation result reaches the aforementioned total missing value when the following formula is satisfied:

[0087]

[0088] Where, F B补偿 Indicates the total missing value of the vehicle's air braking force; a 快制 Indicates the second braking deceleration; a 常用 represents the first braking deceleration; P(t) represents the braking level at time t; M 换算 Indicates the converted mass of the train; t 补偿 Indicates the moment when the integral calculation result reaches the total missing value of the vehicle's pneumatic braking force.

[0089] Through this integral calculation formula, the compensated braking force can be calculated in real time during the compensation process until the total supplemented air braking force is equal to the braking force missing in the high-speed area.

[0090] It is worth mentioning that all modules involved in this embodiment are logical modules. In actual applications, a logical unit can be a physical unit, a part of a physical unit, or a combination of multiple physical units. In addition, to highlight the innovation of this application, this embodiment does not include units that are not closely related to solving the technical problem proposed by this application. However, this does not mean that other units do not exist in this embodiment.

[0091] Example 3:

[0092] Another embodiment of the present application relates to an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the rail transit vehicle braking force compensation method in the above-mentioned embodiments.

[0093] The memory and processor are connected using a bus, which can include any number of interconnected buses and bridges. The bus connects various circuits of one or more processors and memories. The bus can also connect various other circuits such as peripheral devices, voltage regulators, and power management circuits. These are all well known in the art and are therefore not described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single component or multiple components, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor is transmitted over a wireless medium via an antenna. Furthermore, the antenna receives data and transmits it to the processor.

[0094] The processor is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory can be used to store data used by the processor when performing operations.

[0095] Example 4:

[0096] Another embodiment of the present application relates to a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned rail transit vehicle braking force compensation method embodiment.

[0097] That is, those skilled in the art will understand that all or part of the steps in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a program, which is stored in a storage medium and includes a number of instructions for causing a device (which may be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc., various media that can store program code.

[0098] Another embodiment of the present application further provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the above-mentioned rail transit vehicle braking force compensation method.

[0099] Those skilled in the art will appreciate that the above embodiments are specific embodiments for implementing the present application, and that in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present application.

Claims

1. A method for compensating the braking force of a rail transit vehicle, characterized in that: include: Starting with the braking of the target rail transit vehicle, the system monitors the real-time speed, vehicle weight, and brake level, and distributes the vehicle's braking requirements to the traction system and braking system based on the electric braking capacity. If the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the vehicle's air braking force is calculated when the electric braking speed turning point is reached; Compensation of the total missing value is performed starting from the electric braking speed turning point.

2. The rail transit vehicle braking force compensation method according to claim 1, characterized in that: If the speed at the start of braking does not reach the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point, the total missing value of the vehicle's air braking force is calculated when the electric braking speed turning point is reached, including: Determine whether the speed at the start of braking reaches the turning point of electric braking speed; When the speed at the start of braking reaches the electric braking speed turning point, it is determined whether the air braking force needs to be supplemented before the electric braking speed turning point; In the case where the air brake force needs to be supplemented before the electric brake speed turning point, the real-time braking force demand, real-time electric brake force value, and real-time air brake force value of the vehicle from the start of braking to the electric brake speed turning point are integrated and calculated; Determine whether the real-time speed reaches the turning point of the electric braking speed; When the electric braking speed turning point is reached, the total missing value of the vehicle's air braking force is obtained according to the integral calculation result.

3. The rail transit vehicle braking force compensation method according to claim 2, characterized in that: The following calculation formula is used to integrate the vehicle's real-time braking force demand, real-time electric braking force value, and real-time air braking force value from the start of braking to the electric braking speed turning point. Where, F B缺失 Indicates the total missing value of the vehicle's air braking force; F B需求 (t) represents the real-time braking force requirement of the vehicle at time t; F B牵引 (t) represents the real-time electric braking force value at time t; F B制动 (t) represents the real-time air braking force value at time t; t 转折 Indicates the moment when the electric braking speed turning point is reached.

4. The rail transit vehicle braking force compensation method according to claim 1, characterized in that: Compensating the total missing value starting from the electric braking speed turning point includes: Starting from the turning point of the electric braking speed, compensation is performed using the product of the target compensation deceleration and the vehicle weight as the target braking force value. The target compensation deceleration is the product of the difference between the second braking deceleration and the first braking deceleration and the current braking level. The second braking deceleration is greater than the first braking deceleration.

5. The rail transit vehicle braking force compensation method according to claim 4, characterized in that: In the process of performing compensation using the product of the target compensation deceleration and the vehicle weight as the target braking force value, the target braking force value and time are integrated and calculated, and compensation is stopped when the integral calculation result reaches the total missing value.

6. The rail transit vehicle braking force compensation method according to claim 5, characterized in that: In the process of performing compensation using the product of the target compensation deceleration and the vehicle weight as the target braking force value, the integral calculation result reaches the total missing value when the following formula is satisfied: Where, F B补偿 Indicates the total missing value of the vehicle's air braking force; a 快制 Indicates the second braking deceleration; a 常用 represents the first braking deceleration; P(t) represents the braking level at time t; M 换算 Indicates the converted mass of the train; t 补偿 Indicates the moment when the integral calculation result reaches the total missing value of the vehicle's pneumatic braking force.

7. A rail transit vehicle braking force compensation device, characterized in that: include: The monitoring module is used to monitor the real-time speed, vehicle weight and braking level of the target rail transit vehicle starting from the braking, and distribute the braking demand of the entire vehicle to the traction system and the braking system according to the electric braking capacity; a calculation module for calculating a total missing value of the vehicle's air braking force when the electric braking speed turning point is reached, if the speed at the start of braking has not reached the electric braking speed turning point and the air braking force needs to be supplemented before the electric braking speed turning point; The compensation module is used to compensate the total missing value starting from the electric braking speed turning point.

8. An electronic device, characterized in that: include: at least one processor; as well as, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the rail transit vehicle braking force compensation method as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the rail transit vehicle braking force compensation method according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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