Brake control method and device of railway vehicle and storage medium

Abstract

The invention discloses a brake control method and device for a railway vehicle and a storage medium. The method comprises the steps that the maximum brake cylinder pressure value allowed by the railway vehicle during braking is obtained; the valve assembly is controlled to be powered on and powered off according to a preset time interval, the pressure value of the brake cylinder changes in an interval about a preset target value, and the railway vehicle conducts pure air rapid braking; the difference value between the maximum value of the interval and the target value is a first numerical value, the difference value between the target value and the minimum value of the interval is a second numerical value, and the target value is equal to the maximum brake cylinder pressure value. According to the method, a pressure control target that the actual brake cylinder pressure is not easy to achieve under the current physical constraint is constructed, it is guaranteed that sufficient braking force is used for achieving rapid braking, meanwhile, the brake cylinder is kept in the air inlet state, high-frequency switching of a valve assembly caused by pressure sensitive adjustment is avoided, and the abrasion and fault risks of the valve assembly are reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of urban rail vehicle braking systems, and in particular to a braking control method and device for a rail vehicle and a storage medium. BACKGROUND

[0002] In metro operation, in order to adapt to complex and changeable operation scenarios and ensure train safety and efficiency, the rail vehicle braking system usually has multiple braking modes, such as emergency braking, normal braking, rapid braking, and parking braking. Different braking modes are designed for different operation requirements and play their unique roles. Among them, some metro projects have high requirements for the deceleration of rapid braking conditions, expecting it to reach a level similar to emergency braking, so as to quickly reduce the speed of the train in the case of rapid parking and ensure train safety.

[0003] However, the widely used pure air rapid braking mode has a relatively long response time during the establishment of braking force, which is limited by the impact rate. This means that in the case of emergency deceleration, pure air rapid braking cannot establish sufficient braking force as quickly as emergency braking, which may affect the stopping distance and safety of the train in an emergency.

[0004] On the other hand, when pure air rapid braking is applied, the brake cylinder pressure is very close to the emergency braking cylinder pressure, which causes unnecessary high-frequency action adjustment of related equipment (such as solenoid valves and piston valves) in the brake cylinder pressure closed-loop control process, significantly increasing the number of actions, which not only increases the likelihood of brake equipment failure, but also directly negatively affects the stable performance of the brake and the service life of the equipment. SUMMARY

[0005] One of the purposes of the present application is to provide a rail vehicle braking control method to solve the problem in the prior art that the small fluctuations in brake cylinder pressure are misjudged as needing to adjust the deviation during the braking process of the rail vehicle, causing the related equipment for adjusting the brake cylinder pressure to continuously adjust, significantly increasing the number of actions, and thus affecting its service life.

[0006] One of the purposes of the present application is to provide a rail vehicle braking device.

[0007] One of the purposes of the present application is to provide a computer storage medium.

[0008] In order to achieve one of the above-mentioned purposes, the present application provides a brake control method for a rail vehicle, the rail vehicle comprising a valve assembly and a brake cylinder, the brake control method comprising: obtaining a maximum brake cylinder pressure value allowed by the rail vehicle during braking; controlling the valve assembly to be powered on and powered off at a preset time interval, a pressure value of the brake cylinder varying within an interval with respect to a preset target value, the rail vehicle performing a pure air rapid braking; a difference between a maximum value of the interval and the target value being a first value, a difference between the target value and a minimum value of the interval being a second value, and the target value being equal to the maximum brake cylinder pressure value.

[0009] As a further improvement of an embodiment of the present application, the maximum brake cylinder pressure value is a maximum brake cylinder pressure allowed by the rail vehicle during emergency braking.

[0010] As a further improvement of an embodiment of the present application, the obtaining of the maximum brake cylinder pressure value allowed by the rail vehicle during braking comprises: obtaining an actual load of the current rail vehicle to determine a corresponding air spring pressure; and determining a corresponding maximum brake cylinder pressure value according to the air spring pressure based on a relationship between the air spring pressure and the brake cylinder pressure.

[0011] As a further improvement of an embodiment of the present application, the valve assembly comprises a solenoid valve and a piston valve; and the controlling of the valve assembly to be powered on and powered off at a preset time interval, the pressure value of the brake cylinder varying within an interval with respect to a preset target value, comprises: determining whether an actual brake cylinder pressure of the current rail vehicle is less than the target value. If yes, the solenoid valve is powered off, a first piston valve is powered on, and a second piston valve is powered off; wherein the solenoid valve is connected with the first piston valve and the second piston valve, the first piston valve is used for sending air into the brake cylinder, and the second piston valve is used for discharging air in the brake cylinder.

[0012] As a further improvement of an embodiment of the present application, the pure air rapid braking of the rail vehicle comprises: when all available electric braking signals of motor carriages in the current rail vehicle are in a reset state, and a response signal of the rapid braking is in an activated state, the current rail vehicle performs the pure air rapid braking.

[0013] As a further improvement of an embodiment of the present application, the method further comprises: when the rail vehicle performs the electric rapid braking, determining an air braking force to be supplemented according to an electric braking force of the rail vehicle and a target braking force; wherein the air braking force is equal to a difference between the target braking force and the electric braking force; and distributing the air braking force to a plurality of bogies of the rail vehicle evenly.

[0014] As a further improvement of the embodiment of the present application, the air braking force is evenly distributed to several bogies of the rail vehicle, comprising: determining a first braking force distributed to each bogie according to the air braking force and the total number of bogies in the rail vehicle; determining a corresponding second braking force based on the adhesion characteristics between each bogie and the rail; wherein the second braking force is used to determine the maximum braking force of the current bogie when braking is limited by the wheel-rail adhesion; adjusting the first braking force in order according to the motor carriages and trailer carriages of the rail vehicle based on the second braking force until the adjusted first braking force is less than or equal to the corresponding second braking force.

[0015] As a further improvement of the embodiment of the present application, the second braking force is determined based on the adhesion characteristics between each bogie and the rail, comprising: obtaining the first load of the current first motor carriage, and determining the corresponding first bogie dynamic axle load; obtaining the first adhesion coefficient between the first bogie corresponding to the first motor carriage and the rail, and determining the corresponding second braking force according to the first adhesion coefficient and the first bogie dynamic axle load; wherein the second braking force is equal to the product of the first adhesion coefficient and the first bogie dynamic axle load.

[0016] As a further improvement of the embodiment of the present application, the first braking force is adjusted in order according to the motor carriages and trailer carriages of the rail vehicle based on the second braking force, comprising: determining whether the first braking force is greater than the second braking force; if yes, controlling the rail vehicle to apply braking to the corresponding bogie according to the second braking force, and determining the remaining required air braking force of the rail vehicle according to the second braking force, and distributing the remaining required air braking force to other motor carriages that do not reach the adhesion limit and / or other trailer carriages.

[0017] As a further improvement of the embodiment of the present application, when the rail vehicle performs electrified rapid braking, comprising: when the current rail vehicle has at least one motor carriage corresponding to an active electric braking available signal and a response signal of the rapid braking is active, determining that the current rail vehicle performs electrified rapid braking.

[0018] To achieve one of the above-mentioned purposes, the present application further provides a rail vehicle braking control device, the braking control device valve assembly and brake cylinder, the device further comprises: a first module for obtaining the maximum brake cylinder pressure value allowed by the rail vehicle when braking; a second module for controlling the valve assembly to turn on and off electricity at a predetermined time interval, the pressure value of the brake cylinder changes in an interval with respect to a predetermined target value, the rail vehicle performs pure air rapid braking; the difference between the maximum value of the interval and the target value is a first value, the difference between the target value and the minimum value of the interval is a second value, and the target value is equal to the sum of the maximum brake cylinder pressure value and a predetermined threshold.

[0019] To achieve the above-mentioned one of the purposes of the application, the application further provides a computer storage medium, wherein a computer program is stored, and the computer program causes the device where the computer storage medium is located to execute the steps of any one of the control methods of the rail vehicle braking when running.

[0020] Compared with the prior art, the embodiments of the application have at least one of the following beneficial effects: The application adopts the brake control method of the rail vehicle, sets the target brake cylinder pressure of the pure air rapid braking as the maximum brake cylinder pressure allowed to be applied during the vehicle braking, thereby constructing a pressure control target that is difficult to be reached by the actual brake cylinder pressure under the current physical constraints, so that the brake cylinder pressure fluctuates in the interval close to but not exceeding the maximum allowed pressure value, which not only ensures sufficient braking force to realize rapid braking, but also enables the brake system to continuously detect the "insufficient pressure" state during the closed-loop control process, so that the brake cylinder maintains the air inlet state, avoids the high-frequency switching of the valve assembly between the air inlet, pressure maintaining and air exhaust states due to the pressure sensitive regulation, reduces the wear and failure risk of the valve assembly, and improves the stability and reliability of the brake system. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is a structural schematic diagram of a rail vehicle brake device in an embodiment of the application.

[0022] Figure 2 is a step schematic diagram of the brake control method of the rail vehicle in an embodiment of the application.

[0023] Figure 3 is a partial step schematic diagram of step S1 in an embodiment of the application.

[0024] Figure 4 is a structural schematic diagram of a pressure cylinder pressure adjusting unit in an embodiment of the application.

[0025] Figure 5 is a state schematic diagram of a valve assembly during the braking of the rail vehicle in an embodiment of the application.

[0026] Figure 6 is a step schematic diagram of the brake control method of the rail vehicle in another embodiment of the application.

[0027] Figure 7 is a partial step schematic diagram of step S4 in an embodiment of the application.

[0028] Figure 8 is a partial step schematic diagram of step S43 in a specific embodiment of an embodiment of the application. DETAILED DESCRIPTION

[0029] The present application will be described in detail below with reference to the specific embodiments shown in the drawings. However, these embodiments do not limit the present application, and the structural, methodological, or functional changes made by those skilled in the art based on these embodiments are included in the protection scope of the present application.

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

[0031] As shown in Figure 1 , an embodiment of the present application provides a rail vehicle brake control device 100.

[0032] The rail vehicle brake control device 100 is an apparatus for controlling the braking of a rail vehicle, achieving safe deceleration or parking by controlling the brake cylinder pressure. The rail vehicle brake control device 100 includes a valve assembly and a brake cylinder.

[0033] The rail vehicle brake control device 100 includes a first module 11. The first module 11 is configured to obtain a maximum brake cylinder pressure value allowed for the rail vehicle when braking.

[0034] The rail vehicle brake control device 100 includes a second module 12. The second module 12 is configured to control the valve assembly to be turned on and off at a preset time interval, the pressure value of the brake cylinder varies within an interval with respect to a preset target value, and the rail vehicle performs pure air rapid braking.

[0035] In an embodiment, the target value is equal to the maximum brake cylinder pressure value.

[0036] The difference between the maximum value of the interval and the target value is a first value, and the difference between the target value and the minimum value of the interval is a second value.

[0037] As shown in Figure 2 , an embodiment of the present application provides a rail vehicle brake control method.

[0038] The rail vehicle brake control method is applied to a rail vehicle brake control device.

[0039] In an embodiment, the rail vehicle brake control device can be as shown in Figure 1And the configuration described above, the corresponding technical solutions set reference to the generation method provided by the present application. Of course, the rail vehicle brake control method provided by the present application is not limited to this configuration structure.

[0040] As Figure 2 The embodiment of the present application provides a brake control method of a rail vehicle, which comprises the following steps.

[0041] Step S1, obtaining a maximum brake cylinder pressure value allowed by the rail vehicle during braking; Step S2, controlling the valve assembly to be turned on and off at a preset time interval, the pressure value of the brake cylinder changes in an interval with respect to a preset target value, and the rail vehicle performs pure air rapid braking.

[0042] The difference between the maximum value of the interval and the target value is a first value, the difference between the target value and the minimum value of the interval is a second value, and the target value is equal to the maximum brake cylinder pressure value.

[0043] In this way, by setting the target brake cylinder pressure of the pure air rapid braking as the maximum brake cylinder pressure allowed to be applied during vehicle braking, a pressure control target that is difficult to achieve by the actual brake cylinder pressure under the current physical constraints is constructed, so that the brake cylinder pressure fluctuates in an interval close to but not exceeding the maximum allowed pressure value, which not only ensures sufficient braking force to achieve rapid braking, but also enables the brake system to continuously detect the "insufficient pressure" state during closed-loop control, so that the brake cylinder maintains the air inlet state, avoids high-frequency switching of the valve assembly between the air inlet, pressure maintaining and air exhaust states due to pressure sensitive regulation, reduces the wear and failure risk of the valve assembly, and improves the stability and reliability of the brake system.

[0044] In step S1, the maximum brake cylinder pressure value refers to the maximum pressure value allowed by the brake cylinder during braking of the rail vehicle. In other words, if the brake cylinder pressure exceeds this maximum value during braking, it may cause damage to the brake system components, and even cause serious safety problems such as brake failure. In addition, the brake cylinder is an important component in the brake system of the rail vehicle, and its pressure directly affects the generation of braking force.

[0045] In one embodiment, the maximum brake cylinder pressure value is the maximum brake cylinder pressure allowed to be applied during emergency braking of the rail vehicle.

[0046] In this embodiment, the maximum brake cylinder pressure allowed to be applied during emergency braking is the emergency braking pressure, which is the upper limit of the mechanical pressure bearing of the brake cylinder, pipeline and valve assembly, and is determined by the physical properties such as safety valve and structural strength.

[0047] As Figure 3As shown, in one embodiment, step S1 can specifically include the following steps.

[0048] Step S11, obtaining the actual load of the current rail vehicle, determining the corresponding air spring pressure; Step S12, determining the corresponding maximum brake cylinder pressure value according to the air spring pressure based on the relationship between the air spring pressure and the brake cylinder pressure.

[0049] In this way, the braking demand under different loads can be accurately adapted, avoiding the problems of waste of braking force when the load is small or insufficient adhesion when the load is large caused by the traditional fixed pressure limit. The control method is simple and easy to implement.

[0050] In step S11, the air spring pressure, also known as the air spring pressure, refers to the real-time pressure value of the compressed air inside the air spring on the bogie of the rail vehicle. The air spring pressure is used to directly reflect the vehicle load, in other words, the air spring pressure changes linearly with the passenger load.

[0051] In one embodiment, the corresponding relationship curve is determined based on the relationship between the air spring pressure and the brake cylinder pressure.

[0052] In this embodiment, the relationship curve between the air spring pressure and the brake cylinder pressure refers to a calibration curve pre-existing in the brake control unit, which is used to establish the corresponding relationship between the air spring pressure and the brake cylinder pressure, and ensure that the braking force adapts to the current vehicle load. The air spring pressure (or vehicle load) is positively correlated with the brake cylinder pressure.

[0053] Of course, the relationship between the air spring pressure and the brake cylinder pressure does not necessarily have to be represented in the form of a curve, but can also be stored in other forms such as formulas, without specific limitation.

[0054] In step S2, pure air rapid braking refers to a braking mode that relies only on the air braking system to achieve high deceleration of the rail vehicle, with a deceleration requirement close to emergency braking, for example, 1.1 m / s², and the maximum deceleration of emergency braking is 1.2~1.5 m / s².

[0055] In one embodiment, the rail vehicle in step S2 performs pure air rapid braking, including the following steps.

[0056] Step S2', when all motor carriages in the current rail vehicle have corresponding electric brake available signals in the reset state, and the response signal of the rapid braking is in the active state, the current rail vehicle performs pure air rapid braking.

[0057] Thus, by monitoring the availability of the electric braking system of the full-rail vehicle in real time, the pure air rapid braking mode is automatically triggered when all motor cars are detected to be unavailable and the rapid braking instruction is activated, ensuring seamless degradation and safe response of the braking system when the electric braking is completely disabled.

[0058] In step S21, the electric braking availability signal is a binary state signal sent by the traction system to the braking system, representing the real-time availability of the electric braking system.

[0059] In one embodiment, the electric braking availability signal is 0, indicating that the corresponding electric braking system is unavailable.

[0060] In one embodiment, the electric braking availability signal is 1, indicating that the corresponding electric braking system is available.

[0061] In step S22, the rapid braking response signal is an instruction signal in the rail vehicle braking system that triggers the rapid braking mode, used to inform the vehicle control system to immediately enter the rapid braking mode (which requires a higher deceleration).

[0062] This signal can be generated by the driver's emergency brake valve, ATP (Automatic Train Protection), or TCMS (Train Control and Monitoring System), and its transmission can be a hard-wired signal or a network communication signal, depending on the vehicle design, which is not limited here.

[0063] In one embodiment, the valve assembly includes an electromagnetic valve and a piston valve.

[0064] The electromagnetic valve is used to control the on-off of compressed air according to a preset logic, and the piston valve is used to move under the action of compressed air to change the state of the air passage, thereby adjusting the pressure of the brake cylinder and generating corresponding braking force.

[0065] As shown in Figure 4 In one embodiment, the electromagnetic valve includes a first electromagnetic valve (M1) and a second electromagnetic valve (M2). The first electromagnetic valve (M1) and the second electromagnetic valve (M2) control the on-off of the air passage by being powered on or off.

[0066] Specifically, the first electromagnetic valve (M1) is an electromagnetic valve that controls the air inlet passage. When the first electromagnetic valve (M1) is de-energized, compressed air is allowed to enter the first piston valve (V1), and when the first electromagnetic valve (M1) is energized, compressed air is cut off from entering the first piston valve (V1).

[0067] The second electromagnetic valve (M2) is an electromagnetic valve for controlling the exhaust passage. When the second electromagnetic valve (M2) is energized, the brake cylinder is allowed to exhaust air therein. When the second electromagnetic valve (M2) is de-energized, the exhaust is closed.

[0068] With continued reference to Figure 4 In one embodiment, the piston valve includes a first piston valve (V1) and a second piston valve (V2). The first piston valve (V1) and the second piston valve (V2) are controlled by the first electromagnetic valve and the second electromagnetic valve, and are used to connect or cut off the air passage.

[0069] Specifically, the first piston valve (V1) is an air inlet valve, which is linked to the first electromagnetic valve (M1). When the first electromagnetic valve (M1) is de-energized, the first piston valve (V1) is opened to allow compressed air to enter the brake cylinder and push the brake calipers to clamp the wheels.

[0070] The second piston valve (V2) is an air outlet valve, which is linked to the second electromagnetic valve (M2). When the second electromagnetic valve (M2) is energized, the second piston valve (V2) is opened to exhaust air in the brake cylinder and release the braking force.

[0071] Therefore, in the present application, the first electromagnetic valve (M1) and the second electromagnetic valve (M2) can be understood as "signal switches", and the first piston valve (V1) and the second piston valve (V2) can be understood as "execution switches". The two work together to control the inflation (apply the brake) and exhaust (release the brake) of the brake cylinder.

[0072] It should be noted that the emergency braking deceleration is the limit performance index of vehicle design. The rapid braking reduces the brake cylinder pressure demand in proportion to the emergency braking. In pure air rapid braking, the theoretical brake cylinder pressure value can be determined by the dynamics formula (i.e. F=ma) to achieve a deceleration close to the emergency braking. At this time, the theoretical brake cylinder pressure value is very close to the target brake cylinder pressure value of the emergency braking. The brake cylinder pressure regulating module will perform closed-loop control (i.e. the brake cylinder cyclically executes "inflation - pressure maintenance - exhaust") according to the actual brake cylinder pressure and the theoretical brake cylinder pressure value, resulting in high-frequency operation of the valve assembly.

[0073] For example, the following will describe the operation of the valve assembly during the braking process and the corresponding braking state of the vehicle when the rail vehicle enters pure air rapid braking, in conjunction with the content shown in Figure 4 and Figure 5

[0074] When the actual brake cylinder pressure does not reach the target value, the first electromagnetic valve (M1) and the second electromagnetic valve (M2) are de-energized. The first piston valve (V1) is in an open state (i.e. in an inflation state), and the second piston valve (V2) is in a closed state (i.e. in a closed state). At this time, the rail vehicle is in a state of applying the brake.

[0075] ​When the actual brake cylinder pressure reaches the target value, the first solenoid valve (M1) is powered and the second solenoid valve (M2) is de-energized, corresponding to the first piston valve (V1) and the second piston valve (V2) being in the off state, and the brake cylinder being in the pressure maintaining state without air intake or air exhaust.

[0076] When the actual brake cylinder pressure is greater than the target value, the first solenoid valve (M1) and the second solenoid valve (M2) are powered, corresponding to the first piston valve (V1) being in the off state and the second piston valve (V2) being in the on state, so that the air in the brake cylinder is exhausted, and at this time the rail vehicle is in the state of relieving braking.

[0077] In this example, if the target value is set to a theoretical brake cylinder pressure value very close to the emergency braking pressure, when rapid braking, the actual brake cylinder pressure is easily fluctuated around the target value, resulting in the brake cylinder performing closed-loop control of "air intake-pressure maintaining-air exhaust" in a cycle, so that the valve assembly is in high-frequency operation and is severely worn.

[0078] In an embodiment, the target value is set to the sum of the maximum brake cylinder pressure value and a preset threshold value.

[0079] In a specific embodiment, the preset threshold value is 0.3.

[0080] In a specific embodiment, a pressure sensor is used to detect the actual brake cylinder pressure in the brake cylinder.

[0081] In this embodiment, since the actual brake cylinder pressure is lower than the brake cylinder pressure value corresponding to the emergency braking, there is always a difference between the measured value and the target value, which will cause the brake cylinder to be in the air intake state during the closed-loop control of the brake cylinder pressure, greatly reducing the operation frequency of the solenoid valve.

[0082] In an embodiment, the valve assembly in step S2 is powered and de-energized at a preset time interval, and the pressure value of the brake cylinder changes in a range with respect to the preset target value, including the following steps.

[0083] Step S21, determining whether the actual brake cylinder pressure of the current rail vehicle is less than the target value; If yes, jump to step S22, control the solenoid valve to be de-energized, the first piston valve to be on, and the second piston valve to be off; wherein the solenoid valve is connected with the first piston valve and the second piston valve, the first piston valve is used to send air into the brake cylinder, and the second piston valve is used to exhaust the air in the brake cylinder.

[0084] In this way, by using the maximum brake cylinder pressure value as a natural constraint boundary, mechanical wear caused by repeated switching of the valve assembly in the critical pressure range is avoided, and by using the continuous air intake mode, the rapid growth of braking force is ensured, so that the rapid braking deceleration requirement is met while reducing the wear of the valve assembly.

[0085] In this embodiment, when the rail vehicle is performing pure air rapid braking, if the maximum brake cylinder pressure is , the target value is , and the pressure value of the brake cylinder is always less than the target value due to hardware constraints, so that the brake system continues to determine "insufficient pressure", the brake cylinder continues to be in the air intake state, and the brake state of pressure maintenance and exhaust is not triggered, thereby avoiding frequent operation of the valve assembly and greatly reducing the number of operations of the valve assembly.

[0086] In a specific embodiment, the first solenoid valve (M1) and the second solenoid valve (M2) are controlled to be de-energized, and the corresponding first piston valve (V1) is turned on (i.e., in the air intake state), and the second piston valve (V2) is turned off (i.e., in the closed state), at this time the rail vehicle is in the state of applying braking.

[0087] As can be seen, the brake control method described in the present application utilizes the physical limiting characteristics of the brake cylinder, and by artificially setting the "control deviation" of the system, the complex closed-loop regulation (air intake-pressure maintenance-exhaust) is simplified to single-point steady-state control.

[0088] As shown in Figure 6 , in an embodiment, the brake control method of the rail vehicle can further include the following steps.

[0089] Step S3, when the rail vehicle is performing live rapid braking, determining the air braking force to be supplemented according to the electric braking force and the target braking force of the rail vehicle; wherein the air braking force is equal to the difference between the target braking force and the electric braking force; Step S4, distributing the air braking force to several bogies of the rail vehicle evenly.

[0090] In this way, when the rail vehicle is performing live braking, by evenly distributing the air braking force to be supplemented to several bogies, the action frequency of a single valve assembly can be effectively reduced, while ensuring the balanced distribution of braking force.

[0091] In step S3, live rapid braking refers to the mixed braking mode of using electric braking and air braking simultaneously when the rail vehicle is rapidly braking. That is, electric braking is used preferentially, and when electric braking is not sufficient to support the target braking force of the rail vehicle, air braking is needed to supplement.

[0092] At this time, the target value of the supplementary brake cylinder pressure (i.e., the air braking force) is greatly different from the emergency braking pressure, and the pressure regulating module (such as the solenoid valve and the piston valve) does not need to be frequently started and stopped when approaching the target value, but can allow the pressure to fluctuate within a small range.

[0093] For example, when driving, if the target speed (80km / h) and the maximum speed limit (120km / h) are far apart, the driver does not need to frequently press the accelerator / brake, and a small adjustment can stabilize the speed.

[0094] In an embodiment, the step S3 includes the following steps.

[0095] Step S3', when the at least one electric brake available signal of the motor carriages of the current railway vehicle is in the active state, and the response signal of the rapid braking is in the active state, the current railway vehicle performs the rapid braking with electric power.

[0096] In this way, by monitoring the electric brake available signal of the motor carriages in real time, it is quickly determined whether the vehicle has the condition for electric braking, thereby ensuring the accurate activation of the hybrid braking mode of the braking system.

[0097] The electric brake available signal can be obtained by network signal or hard-wired signal.

[0098] In an embodiment, the target deceleration required by the railway vehicle when rapid braking is obtained, and the load of the current railway vehicle is obtained; the corresponding target braking force is determined according to the target deceleration and the load.

[0099] For example, the electric braking force is defined as , the air braking force is , the target deceleration required for rapid braking is , and the dynamic load of the current railway vehicle is M, then according to the target deceleration P and the dynamic load M, the target braking force required by the vehicle when braking is calculated as , then .

[0100] In an embodiment, the target deceleration can be obtained by network signal. Of course, other ways can also be used, such as hard-wired signal, which is not limited.

[0101] As shown in Figure 7 , in a specific embodiment, step S4 can specifically include the following steps.

[0102] Step S41, according to the air braking force and the total number of bogies in the railway vehicle, the first braking force distributed to each bogie is determined; Step S42, based on the adhesion characteristics between each bogie and the track, the corresponding second braking force is determined; wherein the second braking force is used to determine the maximum braking force of the current bogie when braking is limited by wheel-rail adhesion; Step S43, according to the second braking force, the first braking force is adjusted in order of the motor carriages and the trailer carriages of the railway vehicle until the adjusted first braking force is less than or equal to the corresponding second braking force.

[0103] Thus, by adjusting the air braking force of each bogie in stages, the optimal distribution of braking force within the wheel-rail adhesion limit is achieved, the theoretical braking force (first braking force) is constrained within the actual physical limit (second braking force), and the braking force coordination between different bogies is optimized.

[0104] In step S41, the first braking force is a theoretical initial braking force value preliminarily distributed to each bogie. For example, if the total number of bogies is N, the first braking force of each bogie is theoretically .

[0105] In step S42, the second braking force reflects the maximum braking force of the current bogie limited by the wheel-rail adhesion during braking, which is the maximum braking force that the bogie can safely and effectively apply during actual braking, that is, the upper limit of the actual required braking force, and exceeding this value will cause wheel sliding (loss of rolling friction and transition to sliding friction).

[0106] In a specific embodiment, step S42 can specifically include the following steps.

[0107] Step S421, obtaining the first load of the current first motor car and determining the corresponding first bogie dynamic axle load; Step S422, obtaining the first adhesion coefficient between the first bogie corresponding to the first motor car and the track, and determining the corresponding second braking force according to the first adhesion coefficient and the first bogie dynamic axle load; wherein the second braking force is equal to the product of the first adhesion coefficient and the first bogie dynamic axle load.

[0108] Thus, by real-time monitoring of the dynamic axle load and the wheel-rail adhesion coefficient of the bogie, the maximum safe braking force (second braking force) that each bogie can withstand is accurately calculated, thereby ensuring that the braking process is always within the wheel-rail adhesion limit.

[0109] In step S422, the first adhesion coefficient is the maximum static friction coefficient of the wheel-rail contact surface. The first bogie dynamic axle load refers to the real-time vertical force borne by the bogie wheelset during vehicle braking.

[0110] Understandably, in actual braking, due to the wheel-rail adhesion limit, there may be some bogies whose first braking force exceeds the corresponding second braking force, at which time the first braking force is adjusted in order according to the order of motor cars and trailer cars of the railway vehicle according to the second braking force.

[0111] As shown in Figure 8 , in a specific embodiment, step S43 can specifically include the following steps.

[0112] Step S431, determining whether the first braking force is greater than the second braking force; If yes, jump to step S432, control the rail vehicle to apply the second brake force to the corresponding bogie, and determine the remaining required air brake force of the rail vehicle according to the second brake force, and distribute the remaining required air brake force to other motor carriages and / or other trailer carriages that do not reach the adhesion limit.

[0113] In this way, by dynamically adjusting the brake force distribution of each bogie, the risk of wheel-rail slip caused by excessive brake force of a single bogie is avoided, and the balance of the overall brake force is maintained by fully utilizing the remaining adhesion potential of other bogies, thereby achieving the dual goals of safe braking and brake distance optimization under complex working conditions.

[0114] In step S431, if the first brake force is greater than the second brake force, it means that when the brake force is applied according to the theoretical distribution, the bogie may have wheel lock, slip and other conditions that are not conducive to braking safety and vehicle stability; if the first brake force is less than or equal to the second brake force, it means that the brake force distributed in theory is within the wheel-rail adhesion limit and can be normally applied.

[0115] In step S432, the remaining required air brake force is a new air brake force value that needs to be redistributed based on the "air brake force" in step S41 after adhesion adaptation of part of the bogie brake force.

[0116] In a specific embodiment, the remaining required air brake force is determined according to the difference between the initial air brake force and the second brake force, and the remaining required air brake force is redistributed.

[0117] For example, the remaining required air brake force is evenly distributed to the remaining bogies that do not reach the adhesion limit until the air brake force of the corresponding bogie is equal to its adhesion limit. This distribution method is simple to calculate.

[0118] For example, the remaining required air brake force is distributed according to the load proportion of the motor carriages and the trailer carriages. This distribution method has high physical adaptability.

[0119] For example, the remaining required air brake force is distributed in the order of motor carriages first and trailer carriages second. This distribution method maximizes braking efficiency.

[0120] It should be noted that when the air brake force applied to the bogie after redistribution exceeds its adhesion limit, the above distribution method can continue to be redistributed until the vehicle meets the target brake force or the air brake force of all bogies is equal to the adhesion limit.

[0121] In addition, in the process of distribution, the above distribution mode can adopt the same distribution mode, such as the first redistribution and the second redistribution both adopting the average distribution mode. Of course, a plurality of distribution modes can be used in cross, such as adopting the average distribution in the first redistribution and adopting the load proportional distribution in the second redistribution, and no specific limitation is made to this.

[0122] An embodiment of the present application provides a computer readable storage medium.

[0123] In an embodiment, the computer readable storage medium stores the computer program executed by the processor mentioned above, or the brake control method of the rail vehicle in any one of the technical solutions.

[0124] When the processor executes the computer program, the description of the brake control method of the rail vehicle in any one of the technical solutions can be executed, and thus, the description will not be repeated here. In addition, the beneficial effects of using the same method will not be repeated.

[0125] The computer readable storage medium can include a flash disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0126] In summary, the present application provides a brake control method, device and storage medium of a rail vehicle. The control method sets the target brake cylinder pressure of the pure air rapid brake as the maximum brake cylinder pressure allowed to be applied when the vehicle brakes, thereby constructing a pressure control target that is difficult to achieve by the actual brake cylinder pressure under the current physical constraints, so that the brake cylinder pressure fluctuates in the interval close to but not exceeding the maximum allowed pressure value, which not only ensures sufficient braking force to achieve rapid braking, but also enables the brake system to continuously detect the "insufficient pressure" state during closed-loop control, so that the brake cylinder maintains the air intake state, avoids high-frequency switching of the valve assembly between the air intake, pressure maintaining and exhaust states due to pressure-sensitive regulation, reduces the wear and failure risk of the valve assembly, and improves the stability and reliability of the brake system.

[0127] It should be understood that although the present application is described in the form of embodiments, each embodiment does not contain only one independent technical solution, and the description of the specification is only for the sake of clarity, and those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be combined to form other embodiments that can be understood by those skilled in the art.

[0128] The above detailed description merely illustrates preferred and possible non-limiting implementations of the application, and is not intended to limit the scope of the application. Other equally effective embodiments and modifications will be apparent to those skilled in the art, and are intended to be included within the scope of the application.

Claims

1. A brake control method of a rail vehicle, characterized by, The rail vehicle comprises a valve assembly and a brake cylinder, and the brake control method comprises: obtaining a maximum brake cylinder pressure value allowed by the rail vehicle during braking; controlling the valve assembly to be powered on and powered off at preset time intervals, the pressure value of the brake cylinder being changed within an interval with respect to a preset target value, and the rail vehicle performing pure air rapid braking; a first number is the difference between the maximum value of the interval and the target value, a second number is the difference between the target value and the minimum value of the interval, and the target value is equal to the maximum brake cylinder pressure value.

2. The brake control method of a rail vehicle according to claim 1, characterized by, The maximum brake cylinder pressure value is the maximum brake cylinder pressure allowed by the rail vehicle during emergency braking.

3. The brake control method of a railway vehicle according to claim 1, characterized by, The obtaining of the maximum brake cylinder pressure value allowed by the rail vehicle during braking comprises: obtaining the actual load of the current rail vehicle to determine the corresponding air spring pressure; determining the corresponding maximum brake cylinder pressure value according to the air spring pressure based on the relationship between the air spring pressure and the brake cylinder pressure.

4. The brake control method of a railway vehicle according to claim 1, characterized by, The valve assembly comprises a solenoid valve and a piston valve; the controlling of the valve assembly to be powered on and powered off at preset time intervals, the pressure value of the brake cylinder being changed within an interval with respect to a preset target value, comprises: determining whether the actual brake cylinder pressure of the current rail vehicle is less than the target value; if yes, controlling the solenoid valve to be powered off, the first piston valve to be powered on, and the second piston valve to be powered off; wherein the solenoid valve is connected with the first piston valve and the second piston valve, the first piston valve is used to send air into the brake cylinder, and the second piston valve is used to discharge air in the brake cylinder.

5. The brake control method of a railcar according to claim 1, characterized by, The pure air rapid braking of the rail vehicle comprises: when all the electric brake available signals of the motor carriages in the current rail vehicle are in the reset state, and the response signal of the rapid braking is in the activated state, the current rail vehicle performs pure air rapid braking.

6. The brake control method of a railcar according to claim 1, characterized by The method further comprises: when the rail vehicle performs electric rapid braking, determining the air braking force to be supplemented according to the electric braking force and the target braking force of the rail vehicle; wherein the air braking force is equal to the difference between the target braking force and the electric braking force; distributing the air braking force to the bogies of the rail vehicle in an average manner.

7. The brake control method of a railcar according to claim 6, characterized by, The distributing of the air braking force to the bogies of the rail vehicle in an average manner comprises: determining a first braking force distributed to each bogie according to the air braking force and the total number of the bogies in the rail vehicle; determining a corresponding second braking force based on the adhesion characteristics between each bogie and the rail; wherein the second braking force is used to determine the maximum braking force of the current bogie limited by the wheel-rail adhesion during braking; adjusting the first braking force in sequence according to the order of the motor carriages and the trailer carriages of the rail vehicle until the adjusted first braking force is less than or equal to the corresponding second braking force.

8. The brake control method of a railway vehicle according to claim 7, characterized by, The determining of the corresponding second braking force based on the adhesion characteristics between each bogie and the rail comprises: obtaining the first load of the current first motor carriage to determine the corresponding first bogie dynamic axle load; obtaining the first adhesion coefficient between the first bogie corresponding to the first motor carriage and the rail, and determining the corresponding second braking force according to the first adhesion coefficient and the first bogie dynamic axle load; wherein the second braking force is equal to the product of the first adhesion coefficient and the first bogie dynamic axle load.

9. The brake control method of a railway vehicle according to claim 7, characterized by, The first brake force is adjusted according to the second brake force in sequence of motor carriages and trailer carriages of the rail vehicle, including: determining whether the first brake force is greater than the second brake force; if yes, controlling the rail vehicle to apply brake to the corresponding bogie according to the second brake force, and determining the remaining required air brake force of the rail vehicle according to the second brake force, and distributing the remaining required air brake force to other motor carriages not reaching the adhesion limit and / or other trailer carriages.

10. The brake control method of a railway vehicle according to claim 6, characterized by, The rail vehicle performs the electrified quick brake when, including: when the at least one electric brake available signal of the motor carriage corresponding to the current rail vehicle is in the active state, and the response signal of the quick brake is in the active state, the current rail vehicle performs the electrified quick brake.

11. A rail vehicle brake control device, characterized by, The brake control device valve assembly and brake cylinder, the device further comprises: a first module for obtaining the maximum brake cylinder pressure value allowed by the rail vehicle during braking; a second module for controlling the valve assembly to turn on and off electricity at a preset time interval, the pressure value of the brake cylinder changes in an interval about a preset target value, and the rail vehicle performs the pure air quick brake; the difference between the maximum value of the interval and the target value is a first value, the difference between the target value and the minimum value of the interval is a second value, and the target value is equal to the maximum brake cylinder pressure value.

12. A computer storage medium, comprising: at least one processor; a memory, the memory storing a computer program executable on the processor, characterized in that the processor executes the program to execute the steps of the brake control method of the rail vehicle according to claims 1 to 10.

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