Electro-pneumatic hybrid braking control method and device based on virtual marshalling

Abstract

The invention provides an electro-pneumatic hybrid braking control method and device based on virtual marshalling, and relates to the technical field of locomotives and trains. The method comprises the following steps: acquiring a speed point corresponding to a current braking level when an electric braking recession signal is sent; if it is determined that the current train speed is equal to the speed point, air braking force corresponding to the current braking level is sent to the BCU, an electric braking recession signal is sent to the TCU when the delay duration reaches the lag time, and the TCU starts to control and reduce the electric braking force till the electric braking force is zero; and controlling the speed of increasing the air braking force according to the current braking stage, the first variable slope and the second variable slope at the initial time point when the air braking force begins to rise. The device executes the method. According to the electro-pneumatic hybrid braking control method and device based on the virtual marshalling provided by the embodiment of the invention, the train parking precision can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotives and trains, and in particular to an electric-air hybrid braking control method and device based on virtual marshaling. Background Art

[0002] Vehicle braking is categorized by the equipment used. Electric braking is implemented by the traction control unit (TCU), while friction braking is implemented by the braking control unit (BCU). Braking is categorized by function as service braking and emergency braking. Emergency braking utilizes pure friction braking, which is directly controlled by the emergency brake safety circuit. If the emergency brake safety circuit loses power, all vehicles in the train will simultaneously apply emergency braking. Service braking utilizes a deceleration control mode. The braking system calculates the target braking force based on the commanded deceleration sent by the signaling system and the vehicle load. Service braking is typically accomplished through a combination of electric and friction braking.

[0003] Hybrid braking utilizes real-time coordination between electric and friction braking, with electric braking taking precedence and friction braking delayed. Data exchange between the BCU and TCU is handled by the Train Control and Diagnostic System (TCMS).

[0004] The previous control strategy is that as long as the speed reaches a fixed value, regardless of the size of the brake level, the electric brake decay signal will be sent in advance, the friction braking force will begin to replenish, and the electric brake will begin to decay after a delay. This control strategy compensates for the hysteresis of the friction braking force by sending the electric brake decay signal to the brake system in advance to compensate for the hysteresis of the friction braking force. According to the lowest speed value V0 when the 100% commonly used electric braking force decays to 0, the speed value V1 of ΔT0 time before the transition point is calculated in reverse. Regardless of the size of the brake level at the time, the air braking force begins to rise after the V1 speed value is detected, and the electric brake begins to decay after ΔT0 time, such as Figure 1 shown.

[0005] The biggest problem with this control strategy is that, with 100% electric braking force, it can ensure stable instantaneous deceleration when switching between electric and friction braking forces. However, in virtual marshaling mode, since both cars must enter the platform simultaneously, higher control accuracy is required. Therefore, dual-car systems generally adopt an MPC control method, which requires a stable train kinematic model. Furthermore, the signaling system controls braking force based on the current distance from the platform, and the required braking force also varies. This means that the electric brake does not begin to decay at 100% braking force. As the level decreases, the speed at which the electric brake finally reaches zero will be higher than the speed at 100% electric braking force, causing the air brake to intervene prematurely during the stopping process. Because the friction coefficient of the mechanical brake varies with the braking force and speed at different speeds, there is a certain deviation between the friction braking force and the required braking force. This causes the signaling system to adjust the braking command at the transition between low-speed electric braking and friction braking, resulting in insufficient stopping accuracy and affecting vehicle operation.

[0006] At low speeds, the friction coefficient of the synthetic brake shoe or brake pad will increase (Appendix F of the UIC541-4 standard provides a curve of the friction coefficient of the synthetic brake shoe versus speed). Figure 2 When the force F acting on the brake shoe or brake pad remains unchanged, the friction formula f = μF shows that the actual braking force f acting on the train will also increase at low speeds along the curve, and the train's deceleration will also increase.

[0007] like Figure 1 As shown in the figure, the previous control strategy is to start with the friction braking force supplemented at a fixed slope, and the electric brake starts to decline at the same slope to ensure that the train deceleration a remains unchanged during the electric-air switching. However, due to the characteristics of the brake shoe and brake pad made of synthetic materials, it is impossible for the train to achieve a relatively constant ideal deceleration, such as Figure 3 When the friction braking force exceeds the required braking force, the signal system reduces the required braking force. It takes time for the air brake to adjust the braking force and react to the deceleration. However, by this time, the vehicle is already close to a stop, often resulting in insufficient parking precision and affecting vehicle operation.

[0008] If the rising slope of the air brake is reduced, the time when the deceleration increases is postponed, and the speed of the train when the deceleration increases is reduced, it will help to reduce the impact of the change in the friction coefficient. However, the braking force is reduced due to the restoring spring force of the friction brake cylinder, and the hysteresis characteristics of the friction braking effect caused by the brake cylinder bellows stroke will cause the friction braking force itself to have a long control response time and a delayed response. If the rising slope of the air brake is reduced at this time, the hysteresis of the air brake force will reduce the total braking force, reduce the deceleration, and cause the signal system to adjust the level, resulting in insufficient parking accuracy, affecting vehicle operation, such as Figure 4As shown in the figure, the braking force changes under different loads. If the electric brake delay exit time ΔT0 is a fixed value, the deceleration will not be smooth under different loads. Summary of the Invention

[0009] In response to the problems in the prior art, embodiments of the present invention provide an electric-pneumatic hybrid braking control method and device based on virtual marshaling, which can at least partially solve the problems in the prior art.

[0010] On the one hand, the present invention proposes an electric-pneumatic hybrid braking control method based on virtual grouping, comprising:

[0011] The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force;

[0012] If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero;

[0013] At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

[0014] The speed point for sending the electric brake decay signal corresponding to the current braking level is calculated based on the current braking level of the train and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force, including:

[0015] The speed point is calculated according to the following formula:

[0016] Vb_y=Vb+k×(Vc_x-Vb+a×ΔT);

[0017] Among them, Vb_y is the speed point, Vb is the minimum speed point, k is the current braking level, Vc_x is the actual electric braking force decreasing speed point corresponding to the maximum braking level, a is the deceleration when the current braking level is the maximum braking level, and ΔT is the lag time.

[0018] Determining the first variable slope includes:

[0019] The first variable slope is calculated according to the preset brake notch value, the maximum air brake force corresponding to the maximum brake notch, an initial time point at which the air brake force starts to rise, and a first rising time point.

[0020] The first rising time point is a time point corresponding to when the air brake force reaches the product of the preset brake notch value and the maximum air brake force.

[0021] The second variable slope is determined according to the preset brake notch value, the maximum air brake force corresponding to the maximum brake notch, a first rising time point at which the air brake force starts to rise, and a second rising time point.

[0022] The second variable slope is calculated according to the preset brake notch value, the maximum air brake force corresponding to the maximum brake notch, a first rising time point at which the air brake force starts to rise, and a second rising time point.

[0023] The second rising time point is a time point corresponding to when the air brake force reaches the maximum air brake force.

[0024] The speed at which the air brake force is increased at the initial time point at which the air brake force starts to rise is controlled according to the current brake notch, the first variable slope, and the second variable slope, and the method comprises the following steps.

[0025] If it is determined that the current brake notch is less than the preset brake notch value, the speed at which the air brake force is increased is controlled by the first variable slope.

[0026] The speed at which the air brake force is increased at the initial time point at which the air brake force starts to rise is controlled according to the current brake notch, the first variable slope, and the second variable slope, and the method comprises the following steps.

[0027] If it is determined that the current brake notch is greater than the preset brake notch value, the speed at which the air brake force is increased is controlled by the first variable slope until the speed of the air brake force reaches the product of the preset brake notch value and the maximum air brake force.

[0028] The speed at which the air brake force is increased is controlled by the second variable slope until the speed of the air brake force reaches the speed value of the maximum air brake force.

[0029] In one aspect, the application provides an electric and air hybrid brake control device based on virtual marshalling, comprising:

[0030] A calculation unit is configured to calculate a speed point at which an electric brake decay signal corresponding to the current brake notch is sent according to the current brake notch and the deceleration of the train, an actual electric brake force falling speed point corresponding to the maximum brake notch, a lowest speed point at which the actual electric brake force reaches zero, and a hysteresis time for compensating for the friction brake.

[0031] a sending unit, configured to send the air braking force corresponding to the current braking level to the BCU if it is determined that the current train speed is equal to the speed point, and to send the electric brake fading signal to the TCU when the delay time reaches the hysteresis time, so as to start controlling the reduction of the electric brake force until it reaches zero through the TCU;

[0032] A control unit is configured to control a speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at an initial time point when the air braking force starts to increase.

[0033] In another aspect, an embodiment of the present invention provides a computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the following method is implemented:

[0034] The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force;

[0035] If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero;

[0036] At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

[0037] An embodiment of the present invention provides a computer-readable storage medium, including:

[0038] The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the following method is implemented:

[0039] The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force;

[0040] If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero;

[0041] At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

[0042] An embodiment of the present invention further provides a computer program product, comprising a computer program. When the computer program is executed by a processor, the computer program implements the following method:

[0043] The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force;

[0044] If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero;

[0045] At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

[0046] The electric-air hybrid braking control method and device based on virtual formation provided by the embodiment of the present invention calculates the speed point when sending the electric braking decay signal corresponding to the current braking level according to the current braking level of the train and its deceleration, the actual electric braking force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force reaches zero, and the lag time of compensating the friction braking force; if it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and the electric braking decay signal is sent to the TCU when the delay time reaches the lag time, so as to start controlling the reduction of the electric braking force until it is zero through the TCU; at the initial time point when the air braking force starts to rise, the speed of increasing the air braking force is controlled according to the current braking level, the first variable slope and the second variable slope, so as to improve the train stopping accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0048] Figure 1This is a schematic diagram illustrating the electric-pneumatic switching control logic provided by the prior art.

[0049] Figure 2 This is a schematic diagram illustrating how changes in friction coefficient at different speeds lead to changes in deceleration, as provided by the prior art.

[0050] Figure 3 This is a schematic diagram provided by the prior art to explain how an increased friction coefficient at low speeds leads to an increased deceleration.

[0051] Figure 4 This is a schematic diagram illustrating that reducing the air brake output slope leads to a smaller deceleration, as provided by the prior art.

[0052] Figure 5 It is a schematic diagram illustrating the hybrid braking control logic provided by an embodiment of the present invention.

[0053] Figure 6 It is a flow chart of an electric-air hybrid braking control method based on virtual marshaling provided by one embodiment of the present invention.

[0054] Figure 7 It is a schematic diagram illustrating the calculation of speed points when sending electric brake decay signals provided by an embodiment of the present invention.

[0055] Figure 8 2 is a schematic diagram illustrating the control of a variable switching point provided by an embodiment of the present invention.

[0056] Figure 9 3 is a schematic diagram illustrating the braking force output control slope when the load changes according to an embodiment of the present invention.

[0057] Figure 10 It is a schematic diagram illustrating controlling the braking force output when the gear position is less than k0 provided by an embodiment of the present invention.

[0058] Figure 11 It is a schematic diagram illustrating controlling the braking force output when the gear position is greater than k0 provided by an embodiment of the present invention.

[0059] Figure 12 3 is a schematic diagram illustrating the variable air braking force rising slope control provided by an embodiment of the present invention.

[0060] Figure 13 It is a structural schematic diagram of an electric-air hybrid braking control device based on virtual marshaling provided by one embodiment of the present invention.

[0061] Figure 14 A schematic diagram of the physical structure of a computer device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0062] To make the purpose, technical solutions and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention. It should be noted that, unless there is a conflict, the embodiments and features in the embodiments of this application can be combined with each other in any manner.

[0063] like Figure 5 As shown, the hybrid braking control logic is explained as follows:

[0064] t0: The train's BCU receives the braking command and calculates the total braking force required by the train. Simultaneously, the TCU calculates the available electric braking force (electric braking capacity value) and sends the electric braking capacity value to the BCU. The BCU then uses the electric braking capacity value sent by the TCU to calculate the supplementary air braking force by subtracting the total braking force from the electric braking capacity value.

[0065] Among them, t0-t1: there is no need to supplement the above-mentioned air braking force during this time period, and the air braking force can be supplemented after the end of time t1.

[0066] t2-t3: At t2, the air braking force (brake cylinder pressure) begins to rise. After a delay of ΔT (ΔT = t3 - t2), an electric brake fade signal is transmitted at t3. Upon receiving the electric brake fade signal, the traction system begins to reduce the electric brake force. The speed point corresponding to t2 varies depending on the braking level, as will be explained in detail later.

[0067] Among them, t3-t4: the electric brake decays according to a certain slope (i.e., the traction decay slope), and decays to 0 when the speed reaches a certain speed. The braking system supplements the air braking force with a variable slope according to the size of the braking command. The specific method of changing the slope is further explained in the subsequent section.

[0068] Among them, t4: the holding brake application command becomes high level, the traction command is invalid, and the BCU applies the holding brake.

[0069] Among them, t5: the braking command is 0, and the electric braking capacity value sent by the TCU becomes 0.

[0070] Among them, t6: the holding brake release command becomes high level, the traction command is valid and there is no braking command, the BCU releases the holding brake, and the train enters the traction process.

[0071] Among them, at the time t2-t4, the electric braking decay speed point when the braking level is k (0-100%) can be reversely deduced based on the speed when the electric braking decay is 0, the decay speed point when the maximum level k (k=100%) during braking, and the lag time ΔT for compensating the friction braking force.

[0072] Figure 6 FIG. 1 is a flow chart of an electric-air hybrid braking control method based on virtual marshaling provided by an embodiment of the present invention. Figure 6 As shown, the electric-air hybrid braking control method based on virtual grouping provided by the embodiment of the present invention includes:

[0073] Step S1: Based on the current braking level of the train and its deceleration, the actual electric braking force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force reaches zero, and the lag time for compensating the friction braking force, calculate the speed point when sending the electric braking decay signal corresponding to the current braking level.

[0074] Step S2: If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and the electric brake decay signal is sent to the TCU when the delay time reaches the lag time, so as to start controlling the reduction of the electric braking force until it reaches zero through the TCU.

[0075] Step S3: At the initial time point when the air braking force starts to increase, the speed of increasing the air braking force is controlled according to the current braking level, the first variable slope and the second variable slope.

[0076] In the above step S1, the device calculates the speed point when sending the electric brake decay signal corresponding to the current braking level according to the current braking level of the train and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force. The device can be a computer device that executes the method, specifically a train control and diagnostic system (TCMS). The acquisition, storage, use, processing, etc. of data in the technical solution of this application comply with relevant regulations. The speed point when sending the electric brake decay signal corresponding to the current braking level according to the current braking level of the train and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force is calculated, including:

[0077] The speed point is calculated according to the following formula:

[0078] Vb_y=Vb+k×(Vc_x-Vb+a×ΔT);

[0079] Among them, Vb_y is the speed point, Vb is the minimum speed point, k is the current braking level, Vc_x is the actual electric braking force decreasing speed point corresponding to the maximum braking level, a is the deceleration when the current braking level is the maximum braking level, and ΔT is the lag time.

[0080] As Figure 7 shown, the following is explained:

[0081] When the brake level changes, the speed point at which the electric braking force decays can be delayed from Vb_x to Vb_y, ensuring that the speed at which the electric braking force decays to zero can be the lowest speed value Vb that the traction system can reach.

[0082] Vb is the lowest speed point at which the actual electric braking force reaches zero;

[0083] ΔT is the lag time for compensating the friction braking force, which can be calculated by using existing calculation methods;

[0084] Vb_x is the speed point at which the electric braking decay signal is sent when the maximum braking level (k=100%) is reached; and Vc_x is the speed point at which the actual electric braking force decreases when the maximum braking level (k=100%) is reached.

[0085] Vb_y is the speed point at which the electric braking decay signal is sent when the current braking level is reached, and Vc_y is the speed point at which the actual electric braking force decreases when the current braking level is reached.

[0086] When the brake level is k, the formula for the electric braking decay speed point is:

[0087] Vb_y = Vb + k × (Vc_x - Vb + a × ΔT);

[0088] As Figure 7 shown, the speed at which the electric braking decay signal is sent when the maximum service braking is reached:

[0089] Vb_x = Vc_x + a × ΔT, so that Vb_y = Vb + k × (Vb_x - Vb) can be obtained by substituting the above formula, which does not need to consider the influence of deceleration and electric braking control slope, greatly simplifying the formula and meeting the engineering application.

[0090] In the above step S2, if the device determines that the current train speed is equal to the speed point, it sends the air braking force corresponding to the current brake level to the BCU and sends the electric braking decay signal to the TCU when the delay time reaches the lag time, so as to start controlling the electric braking force to decrease to zero through the TCU. As Figure 8As shown, the electric brake decay speed point Vb_y is inferred based on the braking level k (deceleration level k) sent by the signaling system or brake handle, the speed Vb at which the electric brake decay reaches zero, the decay speed point Vb_x at the maximum braking level k (k = 100%), the lag time ΔT for compensating the friction braking force, and the recorded deceleration a at the current level. At this point, the decreasing train speed V is detected. When V drops to the same level as Vb_y, the braking control unit (BCU) is notified to begin applying the air braking force corresponding to level k. After a delay of ΔT, an electric brake decay signal is sent to the traction control unit (TCU), which begins reducing the electric braking force until it reaches zero.

[0091] The air brake rising slope can also be changed, and signals such as train weight and brake level can be collected in real time. The BCU can also be controlled to apply air braking force according to different slopes.

[0092] In the above step S3, the device controls the speed of increasing the air braking force according to the current braking level, the first variable slope and the second variable slope at the initial time point when the air braking force starts to increase.

[0093] Determining the first variable slope includes:

[0094] The first variable slope is calculated based on a preset braking level value, a maximum air braking force corresponding to a maximum braking level, an initial time point at which the air braking force starts to increase, and a first increasing time point;

[0095] The first rising time point is the moment when the air braking force reaches the product of the preset braking level value and the maximum air braking force.

[0096] The calculating the first variable slope according to a preset braking level value, a maximum air braking force corresponding to a maximum braking level, an initial time point at which the air braking force starts to increase, and a first increasing time point includes:

[0097] The first variable slope δ is calculated according to the following formula 1m :

[0098] δ 1m =k0×f m / (t3-t2);

[0099] Wherein, k0 is the preset braking level value, f m is the maximum air braking force corresponding to the maximum braking level, t2 is the initial time point when the air braking force starts to rise, and t3 is the first rising time point when the air braking force starts to rise. k0 is a fixed ratio (0-100%), which needs to be determined according to the actual situation of the brake cylinder. mIt is the braking force at 100% of the gear position and changes with the vehicle load.

[0100] f m =m×a;

[0101] Where m is the current load of the train, and a can refer to the above description and will not be repeated here.

[0102] Determining the second variable slope includes:

[0103] The second variable slope is calculated based on a preset braking level value, a maximum air braking force corresponding to a maximum braking level, a first rising time point and a second rising time point at which the air braking force begins to rise;

[0104] The second rising time point is the moment when the air braking force reaches the maximum air braking force.

[0105] The calculating the second variable slope according to a preset braking level value, a maximum air braking force corresponding to a maximum braking level, a first rising time point and a second rising time point at which the air braking force starts to rise includes:

[0106] The second variable slope δ is calculated according to the following formula 2m :

[0107] δ 2m =(f m -k0×f m ) / (t4-t3);

[0108] f m =m×a;

[0109] Where m is the current load of the train. a can refer to the above description and will not be repeated here.

[0110] Among them, t4 is the second rising time point when the air braking force starts to rise, and other parameters can refer to the above description.

[0111] like Figure 9 As shown, the braking force is also affected by the load, so f m It will increase with the increase of load. If you want to ensure that the deceleration increases rapidly, you need to increase the slope δ within the time t2-t3. 1m Increase the air brake force to k0×f m If you want to delay the time when the deceleration becomes larger and reduce the speed of the train when the deceleration becomes larger, you need to use the slope δ 2m Increase the air brake force to f m .like Figure 9 As shown, δ 1m The slope of the curve will fall within the range of ①, δ2m The slope of the curve will fall within the range ②.

[0112] The controlling of the speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at the initial time point when the air braking force starts to increase includes:

[0113] If it is determined that the current braking level is less than the preset braking level value, the speed of increasing the air braking force is controlled by the first variable slope.

[0114] The method further comprises: controlling the speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at the initial time point when the air braking force starts to increase;

[0115] If it is determined that the current braking level is greater than the preset braking level value, increasing the speed of the air braking force through the first variable slope control until the speed of the air braking force reaches the product of the preset braking level value and the maximum air braking force;

[0116] The speed of the air braking force continues to increase through the second variable slope control until the speed of the air braking force reaches the speed value of the maximum air braking force.

[0117] like Figure 10 As shown, when hybrid braking is switched between electric and air, if the level is less than or equal to k0 (0-100%), the braking is switched at a slope δ greater than the traction decay slope. 1m Control the increase of braking force to prevent the deceleration caused by the long response time and response lag of friction braking due to the friction brake cylinder restoring spring force and brake cylinder bellows stroke ( Figure 4 situation).

[0118] like Figure 11 As shown, if the level is greater than or equal to k0 (0-100%), when the braking force rises to the braking force k0×f corresponding to k0 m Before, the slope δ is greater than the traction decay slope 1m Control the increase of braking force to prevent the deceleration caused by the long response time and response lag of friction braking due to the friction brake cylinder restoring spring force and brake cylinder bellows stroke ( Figure 4 When the braking force increases to k0, the corresponding braking force is k0×f m After that, the slope δ is less than the traction decay slope. 2m Controlling the increase in braking force, delaying the time when deceleration increases, and reducing the speed of the train when deceleration increases will help reduce the impact of changes in the friction coefficient ( Figure 3 situation).

[0119] The present invention can provide different electric brake decay speed points according to different gears, ensuring that the speed when the electric brake force decays to 0 can be the lowest speed value that the traction system can reach. Regardless of the gear size, the speed point at which the electric brake decays to 0 remains unchanged, fully utilizing the electric brake for parking, delaying the speed point at which the air brake intervenes in the vehicle parking process, and reducing the impact of the deviation between the friction braking force and the required braking force.

[0120] Changing the rising slope of the air brake force can make it possible to supplement the air brake force at a rate greater than the electric brake force decay slope in the early stage of hybrid brake electric-pneumatic switching, which can prevent the deceleration caused by the long response time and response lag of the friction brake action due to the friction brake cylinder restoring spring force and the brake cylinder bellows stroke. In the later stage of electric-pneumatic switching, the air brake force can be supplemented at a rate less than the electric brake force decay slope, delaying the time when the deceleration increases and reducing the speed of the train when the deceleration increases, which helps to reduce the impact of the change in friction coefficient. And the slope of the braking force δ 1m and δ 2m It varies according to the load, preventing the deceleration fluctuation caused by the fixed value of the electric brake delay exit time ΔT0, ensuring the smooth deceleration characteristics under different loads. And a level parameter k0 is specified. When the level is lower than k0, a single slope δ 1m To control, only when the level is higher than k0, the double slope δ is used 1m and δ 2m To control and ensure the deceleration control requirements at different levels.

[0121] The present invention can not only maximize the use of electric braking force, but also eliminate the hysteresis of air braking and the influence of increased friction coefficient at low speed, so that the signal system can keep the braking level unchanged when switching between electric braking and friction braking, improve parking accuracy and ensure normal operation of the vehicle.

[0122] like Figure 12 As shown, the slope δ of the air brake rise is derived based on the brake level k sent by the signal system or the brake handle, the current vehicle load, and the brake cylinder characteristic parameter (preset brake level value) k0 (between 0-100%). 1m and δ 2m When the level k is lower than k0, a single slope δ is used. 1m To control, only when the level is higher than k0, the double slope δ 1m After the air braking force increases to k0*fm, the slope δ 2m To control the remaining air brake force.

[0123] According to different electric braking decay speed points given according to different levels, the speed when the electric braking force decays to 0 can be guaranteed to be the lowest speed value that can be reached by the traction system, regardless of the level size, the speed point when the electric braking force decays to 0 is unchanged, the electric braking is fully utilized for parking, the speed point at which the air braking intervenes in the vehicle parking process is delayed, and the influence of the deviation between the friction braking force and the required braking force is reduced. In the initial stage of the electric air brake switching, the air braking force is supplemented with a slope greater than the electric braking force decay slope, which can prevent the deceleration from decreasing due to the characteristics of the long response time and response lag of the friction braking caused by the brake cylinder recovery spring force and the brake cylinder stroke. In the later stage of the electric air brake switching, the air braking force can be supplemented with a slope smaller than the electric braking force decay slope, the time when the deceleration increases is delayed, the speed of the train when the deceleration increases is reduced, and the influence caused by the change of the friction coefficient is reduced. The signal system can keep the braking level unchanged at the low-speed electric braking and friction braking conversion point, improve the parking accuracy, and ensure the normal operation of the vehicle.

[0124] The electric air hybrid braking control method based on virtual marshalling provided by the embodiment of the application calculates a speed point corresponding to the current braking level and corresponding to the electric braking decay signal sending time according to the current braking level and the deceleration of the train, the actual electric braking force decay speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force is zero, and the lag time of compensating the friction braking force. If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and the electric braking decay signal is sent to the TCU when the delay time reaches the lag time, so as to start controlling the electric braking force to be reduced to zero through the TCU. At the initial time point when the air braking force starts to rise, the speed of increasing the air braking force is controlled according to the current braking level, the first variable slope and the second variable slope, and the train stopping precision can be improved.

[0125] Further, the speed point corresponding to the current braking level and corresponding to the electric braking decay signal sending time is calculated according to the current braking level and the deceleration of the train, the actual electric braking force decay speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force is zero, and the lag time of compensating the friction braking force, including:

[0126] The speed point is calculated according to the following formula:

[0127] Vb_y=Vb+k×(Vc_x-Vb+a×ΔT);

[0128] Wherein, Vb_y is the speed point, Vb is the minimum speed point, k is the current braking level, Vc_x is the actual electric braking force decreasing speed point corresponding to the maximum braking level, a is the deceleration when the current braking level is the maximum braking level, and ΔT is the lag time. The above description can be referred to and will not be repeated here.

[0129] Further, determining the first variable slope includes:

[0130] The first variable slope is calculated based on the preset braking level value, the maximum air braking force corresponding to the maximum braking level, the initial time point when the air braking force starts to rise, and the first rising time point; please refer to the above embodiment for description and no further details will be given.

[0131] The first rising time point is the time corresponding to when the air braking force reaches the product of the preset braking level value and the maximum air braking force.

[0132] Further, determining the second variable slope includes:

[0133] The second variable slope is calculated based on the preset braking level value, the maximum air braking force corresponding to the maximum braking level, the first rising time point and the second rising time point at which the air braking force starts to rise; please refer to the above embodiment for description and no further details will be given.

[0134] The second rising time point is the time corresponding to when the air braking force reaches the maximum air braking force.

[0135] Furthermore, controlling the speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at the initial time point when the air braking force starts to increase includes:

[0136] If it is determined that the current braking level is less than the preset braking level, the speed of increasing the air braking force is controlled by the first variable slope.

[0137] Furthermore, the controlling of the speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at the initial time point when the air braking force starts to increase further includes:

[0138] If it is determined that the current braking level is greater than the preset braking level value, the speed of the air braking force is increased through the first variable slope control until the speed of the air braking force reaches the product of the preset braking level value and the maximum air braking force; please refer to the above embodiment for description and no further details will be given.

[0139] The speed of the air brake force is continuously increased by the second variable slope control until the speed of the air brake force reaches the speed value of the maximum air brake force.

[0140] Figure 13 FIG. 1 is a schematic diagram of the structure of an electric-air hybrid braking control device based on virtual marshaling provided by an embodiment of the present invention. Figure 13 As shown, the electric-air hybrid braking control device based on virtual marshaling provided by the embodiment of the present invention includes a calculation unit 1301, a sending unit 1302 and a control unit 1303, wherein:

[0141] The calculation unit 1301 is used to calculate the speed point when sending the electric braking decay signal corresponding to the current braking level based on the current braking level of the train and its deceleration, the actual electric braking force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force reaches zero, and the lag time for compensating the friction braking force; the sending unit 1302 is used to send the air braking force corresponding to the current braking level to the BCU if it is determined that the current train speed is equal to the speed point, and send the electric braking decay signal to the TCU when the delay time reaches the lag time, so as to start controlling the reduction of the electric braking force until it is zero through the TCU; the control unit 1303 is used to control the speed of increasing the air braking force according to the current braking level, the first variable slope and the second variable slope at the initial time point when the air braking force starts to rise.

[0142] Specifically, the calculation unit 1301 in the device is used to calculate the speed point when sending the electric braking decay signal corresponding to the current braking level according to the current braking level of the train and its deceleration, the actual electric braking force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force reaches zero, and the lag time for compensating the friction braking force; the sending unit 1302 is used to send the air braking force corresponding to the current braking level to the BCU if it is determined that the current train speed is equal to the speed point, and send the electric braking decay signal to the TCU when the delay time reaches the lag time, so as to start controlling the reduction of the electric braking force until it is zero through the TCU; the control unit 1303 is used to control the speed of increasing the air braking force according to the current braking level, the first variable slope and the second variable slope at the initial time point when the air braking force starts to rise.

[0143] The electric air hybrid brake control device based on virtual marshalling provided by the embodiment of the application calculates a speed point corresponding to sending an electric brake decay signal at a current brake notch of a train according to the current brake notch and deceleration of the train, an actual electric brake force drop speed point corresponding to a maximum brake notch, a lowest speed point when the actual electric brake force is zero, and a lag time of compensating for a friction brake force.

[0144] The embodiment of the electric air hybrid brake control device based on virtual marshalling provided by the embodiment of the application can be specifically used for executing the processing procedure of each method embodiment, and the function thereof will not be repeated here, and the detailed description of the method embodiment can be referred to.

[0145] Figure 14 The computer device entity structure schematic diagram provided by the embodiment of the application is shown as in Figure 14 The computer device includes a memory 1401, a processor 1402, and a computer program stored in the memory 1401 and executable on the processor 1402, and the processor 1402 implements the following method when executing the computer program.

[0146] The speed point corresponding to sending an electric brake decay signal at a current brake notch of a train is calculated according to the current brake notch and deceleration of the train, an actual electric brake force drop speed point corresponding to a maximum brake notch, a lowest speed point when the actual electric brake force is zero, and a lag time of compensating for a friction brake force.

[0147] If it is determined that the current train speed is equal to the speed point, an air brake force corresponding to the current brake notch is sent to a BCU, and the electric brake decay signal is sent to a TCU when a delay duration reaches the lag time, so as to start controlling the electric brake force to be reduced to zero through the TCU.

[0148] The speed of increasing the air brake force is controlled according to the current brake notch, a first variable slope, and a second variable slope at an initial time point when the air brake force starts to rise.

[0149] The embodiment discloses a computer program product, the computer program product includes a computer program, the computer program is executed by a processor to implement the following method:

[0150] The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force;

[0151] If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero;

[0152] At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

[0153] This embodiment provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program. When the computer program is executed by a processor, the following method is implemented:

[0154] The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force;

[0155] If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero;

[0156] At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

[0157] Compared with the technical solutions in the prior art, the embodiments of the present invention provide an electric-air hybrid braking control method based on virtual marshaling. The embodiment of the present invention calculates the speed point when sending the electric braking decay signal corresponding to the current braking level according to the current braking level of the train and its deceleration, the actual electric braking force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric braking force reaches zero, and the lag time for compensating the friction braking force; if it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and the electric braking decay signal is sent to the TCU when the delay time reaches the lag time, so as to start controlling the reduction of the electric braking force until it is zero through the TCU; at the initial time point when the air braking force starts to rise, the speed of increasing the air braking force is controlled according to the current braking level, the first variable slope and the second variable slope, so as to improve the train stopping accuracy.

[0158] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0159] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0160] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0161] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0162] Throughout this specification, reference to terms such as "one embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0163] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An electric-air hybrid braking control method based on virtual marshaling, characterized in that: include: The speed point at which the electric brake decay signal is sent corresponding to the current braking level is calculated based on the train's current braking level and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force; If it is determined that the current train speed is equal to the speed point, the air braking force corresponding to the current braking level is sent to the BCU, and when the delay time reaches the hysteresis time, the electric brake decay signal is sent to the TCU, so that the TCU starts to control the reduction of the electric brake force until it reaches zero; At an initial time point when the air braking force starts to increase, a speed of increasing the air braking force is controlled according to the current braking level, a first variable slope, and a second variable slope.

2. The electric-air hybrid braking control method based on virtual marshaling according to claim 1 is characterized in that: The method of calculating the speed point for sending the electric brake decay signal corresponding to the current braking level according to the current braking level of the train and its deceleration, the actual electric brake force decreasing speed point corresponding to the maximum braking level, the lowest speed point when the actual electric brake force reaches zero, and the lag time for compensating the friction braking force includes: The speed point is calculated according to the following formula: Vb_y=Vb+k×(Vc_x-Vb+a×ΔT); Among them, Vb_y is the speed point, Vb is the minimum speed point, k is the current braking level, Vc_x is the actual electric braking force decreasing speed point corresponding to the maximum braking level, a is the deceleration when the current braking level is the maximum braking level, and ΔT is the lag time.

3. The electric-air hybrid braking control method based on virtual marshaling according to claim 1 is characterized in that: Determining the first variable slope includes: The first variable slope is calculated based on a preset braking level value, a maximum air braking force corresponding to a maximum braking level, an initial time point at which the air braking force starts to increase, and a first increasing time point; The first rising time point is the moment when the air braking force reaches the product of the preset braking level value and the maximum air braking force.

4. The electric-air hybrid braking control method based on virtual marshaling according to claim 3 is characterized in that: Determining the second variable slope includes: The second variable slope is calculated based on a preset braking level value, a maximum air braking force corresponding to a maximum braking level, a first rising time point and a second rising time point at which the air braking force begins to rise; The second rising time point is the moment when the air braking force reaches the maximum air braking force.

5. The electric-air hybrid braking control method based on virtual marshaling according to claim 4 is characterized in that: The controlling of the speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at the initial time point when the air braking force starts to increase includes: If it is determined that the current braking level is less than the preset braking level value, the speed of increasing the air braking force is controlled by the first variable slope.

6. The electric-air hybrid braking control method based on virtual marshaling according to claim 5 is characterized in that: The method further comprises: controlling the speed of increasing the air braking force according to the current braking level, the first variable slope, and the second variable slope at the initial time point when the air braking force starts to increase; If it is determined that the current braking level is greater than the preset braking level value, increasing the speed of the air braking force through the first variable slope control until the speed of the air braking force reaches the product of the preset braking level value and the maximum air braking force; The speed of the air braking force continues to increase through the second variable slope control until the speed of the air braking force reaches the speed value of the maximum air braking force.

7. An electric-pneumatic hybrid braking control device based on virtual marshaling, characterized in that: include: a calculation unit for calculating a speed point corresponding to the current braking level at which an electric brake decay signal is sent based on the current braking level of the train and its deceleration, a speed point at which the actual electric brake force decreases corresponding to the maximum braking level, a minimum speed point at which the actual electric brake force reaches zero, and a lag time for compensating for the friction braking force; a sending unit, configured to send the air braking force corresponding to the current braking level to the BCU if it is determined that the current train speed is equal to the speed point, and to send the electric brake fading signal to the TCU when the delay time reaches the hysteresis time, so as to start controlling the reduction of the electric brake force until it reaches zero through the TCU; A control unit is configured to control a speed of increasing the air braking force according to the current braking level, the first variable slope and the second variable slope at an initial time point when the air braking force starts to increase.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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