Method and device for equal wear braking force distribution based on wear detection

Abstract

The application discloses an equal-wear brake force distribution method and device based on wear detection, and the method comprises the following steps: acquiring the friction pair wear values corresponding to each brake caliper in a train, and then determining the initial wear values of each vehicle; determining the initial wear percentages of each vehicle based on the initial wear values of each vehicle and the allowed wear values corresponding to each vehicle; determining the air brake force demand of the whole train; distributing the air brake force demand of the whole train among the vehicles based on the initial wear percentages of each vehicle, so as to obtain the air brake force that should be applied to each vehicle; in the subsequent air brake process, dynamically correcting the air brake force that should be applied to each vehicle based on the wear increase reference amount corresponding to each vehicle, and controlling the brake cylinder pressure of each vehicle according to the corrected air brake force that should be applied. The application can adapt the brake force distribution to the wear conditions of each vehicle, improve the wear imbalance among the vehicles, and help to realize the relative balance of the wear of each vehicle.

Description

Technical Field

[0001] This invention relates to the field of train braking system technology, and more specifically, to a method and device for equal wear braking force distribution based on wear detection. Background Technology

[0002] Braking force distribution is one of the core functions of existing EMU braking control. It distributes the braking force required by the EMU to each car according to a certain strategy to achieve smooth braking. Braking force distribution strategies are generally divided into two categories: equal wear control and equal adhesion control. The goal of equal wear control is to ensure that the friction pairs in the friction braking system of each car have equal wear, ensuring the reliability of braking application and reducing the number of additional maintenance operations caused by uneven wear in individual cars. Equal adhesion control, also known as proportional braking, aims to ensure that the deceleration of each car is as equal as possible during braking, so as to maximize the use of wheel-rail adhesion and avoid excessive braking force in individual cars, which could cause skidding. Equal adhesion control is generally used in special weather conditions such as rain and snow.

[0003] Wear control is one of the most frequently used braking force distribution strategies in high-speed trains, and its control architecture is as follows: Figure 1 As shown, each trailer car sends its weight and air braking capacity to the train-wide braking force distribution unit, while each motor car sends its electric braking capacity in addition to the above two information. The train-wide braking force distribution unit calculates the train deceleration corresponding to the received braking level, and then calculates the required braking force for the entire train based on the sum of the deceleration and the total weight of each car. Following the principle of prioritizing electric braking, the train-wide braking force distribution unit first calculates the percentage of electric braking that each car should apply based on the sum of the electric braking capacities of each motor car, and sends this calculation to each motor car. Then, based on the required air braking force obtained by subtracting the electric braking capacity from the required braking force, and combining this with the overall train air braking capacity, it calculates the percentage of air braking and sends this calculation to each car. For trailer cars, after receiving the air braking percentage from the train-wide braking force distribution unit, they calculate the air braking force that should be applied based on their own air braking capacity, and then adjust the brake cylinder pressure to achieve accurate application of braking force.

[0004] For a train, the electric braking force to be applied is first calculated based on the electric braking percentage sent by the train's overall braking force distribution unit and the train's electric braking capacity. This calculation is then sent to the traction control unit to complete the application of electric braking. Next, based on the sent air braking percentage and the train's remaining air braking capacity, the air braking force to be applied is calculated, and the brake cylinder pressure is controlled to achieve the application of air braking.

[0005] For by f A trailer, n Composed of 100 trains q The main parameter values ​​for wear control in EMU trainsets are calculated using the following formulas: (1) Braking capability of this vehicle B a For trailers, B a = B p , B p For the air braking capability of this vehicle, for a motor vehicle, B a = B p + B e , B e The electric braking capability of this vehicle is transmitted by the traction control unit. For any vehicle, B a = k a M c That is, the air braking capability is a fixed deceleration coefficient. k a With the vehicle's weight M c The product of.

[0006] (2) Braking force required for the entire train F all =( M c1 + M c2 + M c3 +...+ M cq ) a ,Right now F all For the whole column q The sum of the vehicle weights and their corresponding decelerations a The product of; the air braking force required for the entire train. F all-p = F all -( B e1 + B e2 + B e3 +...+ B en )Right now F all-p for F all and n The difference between the sum of the electric braking capabilities of each train.

[0007] (3) To achieve the goal of equal wear, the distribution of air braking force is generally achieved in two stages. Considering that the trailer has more brake discs than the motor vehicle, a portion of the trailer's braking capacity is selected first for the first stage of air braking force distribution, i.e. F all-p = k t1 ( B pt1-1 + B pt2-1 + B pt3-1 +...+ B ptf-1 )+ F all-p-2 ,in k t1 This is the proportional coefficient for the first stage, generally determined based on the friction pair ratio in the basic braking system of the powered / trailer vehicle, ranging from 0.1 to 0.3. k t1 ( B pt1-1 + B pt2-1 + B pt3-1 +...+ B ptf-1 >= F all-p At this time, no second stage of braking force distribution is required, and the train does not need to apply air braking force. The percentage of braking force required from the trailer. P t1 for: F all-p / k t1 ( B pt1-1 + B pt2-1 + B pt3-1 +...+ B ptf-1 Any towing i Braking force required F st-1-i = P t1 k t1 B pti-1 .

[0008] (4) When kt1 ( B pt1-1 + B pt2-1 + B pt3-1 +...+ B ptf-1 )< F all-p At that time, the second phase F all-p-2 The air brakes will be distributed to all cars in the train. At this point, the trailers will participate in the distribution based on their remaining air brake capacity. The percentage of air brakes that each car in the train needs to apply at this time is determined. P t2 for F all-p-2 / {(1- k t1 ) B pt1-1 +(1- k t1 ) B pt2-1 +(1- k t1 ) B pt3-1 +...+(1- k t1 ) B ptf-1 +( B am1 - B e1 ) + ( B am2 - B e2 ) + ( B am3 - B e3 )+...+( B amn - B en )},in B am1 , B am2 , B am3 ,..., B amn These refer to the braking capabilities of each train. B e1 , B e2 ,B e3 ,..., B en These represent the electric braking capabilities of each individual train. For any train... j The air braking force that should be applied at this time F sm-2-j = P t2 ( B amj - B ej For any trailer i The braking force that needs to be applied at this time F st-2-i = k t1 B pti-1 + P t2 (1- k t1 ) B pti-1 .

[0009] Based on the above description, it can be seen that the existing wear distribution strategies for high-speed trains mainly involve two stages of air braking force distribution and a proportional coefficient in the first stage. k t1 To achieve this, by adjusting k t1 This allows more friction braking devices on the trailer to bear more friction braking force, thus balancing the usage of the friction pairs on the trailer. However, in practical applications... k t1 Based primarily on theoretical values, it is difficult to ensure a stable and even wear distribution among the friction pairs of each car. Furthermore, during operation, friction braking often becomes unusable due to malfunctions in the air brake control system of individual cars. In such cases, the lost braking force is borne by the other cars, which exacerbates the uneven wear among them. Although some EMU depots have installed friction pair wear detection devices fixed to the track in the workshop, these devices cannot be linked to the train braking system. They can only remind the train to replace the friction pairs when wear is detected, and cannot reduce the frequency of individual maintenance.

[0010] Therefore, how to propose a braking force distribution strategy based on wear conditions to achieve average wear on each vehicle and reduce the number of maintenance operations is an urgent problem that existing technologies need to solve. Summary of the Invention

[0011] In order to solve at least one of the technical problems in the background art, the present invention proposes a method and device for equal wear braking force distribution based on wear detection.

[0012] One aspect of the present invention provides a method for distributing equal wear braking force based on wear detection, the method comprising: The friction pair wear value corresponding to each brake caliper in the train is obtained. Then, for each vehicle in the train, based on at least one friction pair wear value corresponding to the vehicle, the initial wear value of the vehicle is determined. The friction pair wear value is obtained by a friction pair wear detection device installed in the brake caliper. The friction pair wear detection device detects the extension distance of the support crank through a laser rangefinder and determines the friction pair wear value based on the extension distance of the support crank. Based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle, the initial wear percentage of each vehicle is determined. Obtain the braking capacity and weight of each vehicle, and determine the air braking force requirement for the entire train based on the weight of each vehicle, the current deceleration of the train, and the braking capacity of each vehicle. Based on the initial wear percentage of each vehicle, the air braking force requirement for the entire train is allocated among the vehicles to obtain the corresponding air braking force to be applied to each vehicle. During subsequent air braking, the required air braking force for each vehicle is dynamically corrected based on the wear increase reference value corresponding to each vehicle, and the brake cylinder pressure of each vehicle is controlled according to the corrected required air braking force.

[0013] Optionally, the step of obtaining the wear value of the friction pair corresponding to each brake caliper in the train, and then determining the initial wear value of each car in the train based on at least one wear value of the friction pair corresponding to that car, includes: During the daily braking test before the train leaves the depot, at the stable moment after the brake cylinder pressure reaches its maximum value, the wear value of the friction pair corresponding to each brake caliper in the train is obtained, and then the initial wear value of each car in the train for that day is determined.

[0014] Optionally, determining the initial wear value of the vehicle based on the wear value of at least one friction pair corresponding to the vehicle includes: Clustering is performed on the wear values ​​of multiple friction pairs corresponding to the vehicle, and the wear values ​​of the multiple closest friction pairs are selected as the target wear values. The target wear values ​​are then averaged to obtain the initial wear value of the vehicle.

[0015] Optionally, determining the initial wear percentage of each vehicle based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle includes: The initial wear percentage of each vehicle is obtained by calculating the ratio of the initial wear value of each vehicle to the corresponding allowable wear value.

[0016] Optionally, determining the overall air braking force requirement based on the weight of each vehicle, the current deceleration of the train, and the braking capacity of each vehicle includes: Determine the total braking force required for the entire train based on the train's current deceleration and the total weight of all vehicles in the train; The total electric braking force of the train is determined based on the electric braking capacity of the motor cars in each vehicle. The air braking force requirement for the entire train is determined based on the total braking force required for the entire train and the electric braking force required for the entire train.

[0017] Optionally, the allocation of the overall air braking force requirement based on the initial wear percentage of each vehicle to obtain the corresponding air braking force to be applied to each vehicle includes: Based on the initial wear percentage of each vehicle and the sum of the initial wear percentages of the entire column, the corresponding air braking force distribution value for each vehicle is determined. The required air braking force for each vehicle is determined based on the air braking force distribution value corresponding to each vehicle.

[0018] Optionally, determining the applicable air braking force for each vehicle based on the air braking force distribution value for each vehicle includes: When the air braking force distribution value is less than or equal to the remaining air braking capacity of the corresponding vehicle, the air braking force distribution value is determined as the air braking force to be applied to the corresponding vehicle. When the air braking force distribution value is greater than the remaining air braking capacity of the corresponding vehicle, the remaining air braking capacity of the corresponding vehicle is determined as the air braking force to be applied to the corresponding vehicle.

[0019] Optionally, the dynamic correction of the aerodynamic braking force to be applied to each vehicle based on the wear increase reference amount corresponding to each vehicle includes: During subsequent air braking, for any vehicle, the time integral of the product of the vehicle's speed and the brake cylinder pressure is recorded, and the time integral is used as a reference amount for the wear increase corresponding to this braking action of the vehicle. The reference amount of wear increase corresponding to each braking operation in history of each vehicle is accumulated to obtain the reference amount of cumulative wear increase for each vehicle. The cumulative increase in wear of all cars in the entire train is summarized to obtain the cumulative increase in wear of the entire train. Based on the initial wear percentage of each vehicle, the cumulative wear increase reference amount of each vehicle, and the cumulative wear increase reference amount of the entire train, the required air braking force for each vehicle is corrected to obtain the corrected required air braking force.

[0020] Optionally, controlling the brake cylinder pressure of each vehicle according to the modified applied air braking force includes: The corrected air braking force for each vehicle is converted into the corresponding brake cylinder pressure, and friction braking force is controlled based on the converted brake cylinder pressure.

[0021] Optionally, the laser rangefinder is mounted on the brake cylinder and aligned with the support crank; the laser emitter in the laser rangefinder emits a laser, which is reflected by the reflective plane of the support crank to the photosensitive receiving module inside the laser rangefinder, thereby realizing the measurement of the extension distance of the support crank.

[0022] Optionally, the friction pair wear detection device specifically determines the friction pair wear value by the extension distance of the support crank and the calculation expression for the wear value of a single-sided friction pair. The calculation expression for the wear value of a single-sided friction pair is as follows: W=(L2-L1) / 2K Where W is the wear value of the single-sided friction pair, L2 represents the extension distance of the support crank detected in real time, L1 represents the initial extension distance of the support crank measured under the new brake pad condition, and K represents the leverage amplification factor of the brake lever.

[0023] In another aspect, the present invention provides an equal wear braking force distribution device based on wear detection, the device comprising: An initial wear value determination unit is used to obtain the friction pair wear value corresponding to each brake caliper in the train, and then, for each vehicle in the train, determine the initial wear value of the vehicle based on at least one friction pair wear value corresponding to the vehicle. The friction pair wear value is obtained by a friction pair wear detection device installed in the brake caliper. The friction pair wear detection device detects the extension distance of the support crank through a laser range sensor and determines the friction pair wear value based on the extension distance of the support crank. The initial wear percentage determination unit is used to determine the initial wear percentage of each vehicle based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle. The whole train air braking force demand determination unit is used to obtain the braking capacity and weight of each car, and determine the whole train air braking force demand based on the weight of each car, the current deceleration of the train and the braking capacity of each car. An air braking force distribution unit is to distribute the air braking force requirement of the entire train among vehicles based on the initial wear percentage of each vehicle, so as to obtain the air braking force to be applied for each vehicle. The dynamic correction control unit is used to dynamically correct the required air braking force for each vehicle during subsequent air braking processes based on the wear increase reference amount corresponding to each vehicle, and control the brake cylinder pressure of each vehicle according to the corrected required air braking force.

[0024] To achieve the above objectives, according to another aspect of the present invention, a computer device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described wear-based equal wear braking force distribution method.

[0025] To achieve the above objectives, according to another aspect of the present invention, a computer-readable storage medium is also provided, on which a computer program / instruction is stored, which, when executed by a processor, implements the steps of the above-described method for equal wear braking force distribution based on wear detection.

[0026] To achieve the above objectives, according to another aspect of the present invention, a computer program product is also provided, comprising a computer program / instructions that, when executed by a processor, implement the steps of the above-described wear-based equal wear braking force distribution method.

[0027] The beneficial effects of this invention are as follows: This invention obtains the wear value of the friction pairs corresponding to each vehicle, determines the initial wear value and initial wear percentage of each vehicle, and distributes the air braking force requirement of the entire train among the vehicles based on this. At the same time, during the subsequent air braking process, the air braking force to be applied to each vehicle is dynamically corrected by adding a reference amount based on the wear of each vehicle. This makes the braking force distribution adapt to the wear condition of each vehicle, which helps to improve the uneven wear between vehicles, thereby helping to achieve a relative balance of wear among the vehicles and reducing the maintenance frequency caused by the faster wear of individual vehicles. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 This is a schematic diagram of the wear control architecture for high-speed train braking force distribution, etc. Figure 2 This is a schematic diagram of a brake cylinder equipped with a laser rangefinder sensor; Figure 3 This is a schematic diagram illustrating the ranging principle of a laser rangefinder sensor. Figure 4 This is a schematic diagram of the installation status of a brake cylinder with a laser rangefinder in a basic braking device. Figure 5 This is a diagram illustrating the distance the brake pads can extend when braking with different pad thicknesses; Figure 6 This is a flowchart of the equal wear braking force distribution method based on wear detection according to an embodiment of the present invention; Figure 7 This is a schematic diagram of an equal wear braking force distribution device based on wear detection according to an embodiment of the present invention; Figure 8 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0031] It should be noted that the terms "comprising" and "having" and any variations thereof in the specification, claims and accompanying drawings of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products or devices.

[0032] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0033] This invention proposes an online friction pair wear detection device that sends the detection results to the brake control unit and proposes a braking force distribution strategy based on the wear amount based on the real-time wear situation, so as to achieve the purpose of averaging the wear of each vehicle and reducing the number of maintenance times.

[0034] The main contents of this invention are divided into two parts: a friction pair wear detection device integrated into the brake caliper and an equal wear braking force distribution method based on wear detection.

[0035] Friction Pair Wear Detection Device: like Figure 2 As shown, the friction pair wear detection device of the present invention is implemented through a brake cylinder 1 with a distance sensor, which can realize real-time monitoring of brake pad wear. Figure 2 As shown, the laser rangefinder (101) is mounted on the mounting platform of the brake cylinder body (102), aligned with the reflective plane on the support crank (103). Figure 3 As shown, the laser emitter in the laser rangefinder (101) emits a laser, which is reflected by the reflective plane on the support bend (103) to the CMOS module in the laser rangefinder, thereby realizing the measurement of the extension distance of the support bend (103).

[0036] like Figure 4 The diagram shows the installation state of the brake cylinder 1 with a distance sensor in the basic braking device. The brake cylinder 1 with the distance sensor and the brake lever 2 form a brake caliper unit, and the brake pads 3 and the brake disc 4 form a brake friction pair. When braking is applied, the air in the brake cylinder pushes the piston in the cylinder, and the piston in the cylinder pushes the support crank (103) to output braking thrust. The braking thrust is amplified by the brake lever 2 and acts on the brake pads 3 on both sides of the brake disc 4, so that the brake pads on both sides generate a normal pressure perpendicular to the surface of the brake disc. Then, due to the friction, a braking friction force parallel to the friction surface of the brake disc is generated, forming a braking torque opposite to the direction of wheel movement.

[0037] like Figure 5 As shown, when the brake pads are replaced, braking force is applied, and the extension distance of the support crank is measured as L1 using a laser rangefinder. After service, the brake pads wear out and become thinner. When braking is applied, the extension distance of the support crank is measured as L2. Assuming the lever amplification factor of the brake lever is K and the wear of the brake pads on both sides of the brake disc is equal, then according to the lever principle, the wear of the brake pads on one side is (L2-L1) / 2K.

[0038] Therefore, the formula for calculating the wear value of a single-sided friction pair is: W=(L2-L1) / 2K; Where W represents the wear value of a single-sided friction pair, L2 represents the real-time detected support crank extension distance, L1 represents the initial extension distance of the support crank measured under the new brake pad condition, and K represents the lever amplification factor of the brake lever.

[0039] A method for equal wear braking force distribution based on wear detection: 1) Collection and Synthesis of Wear Values ​​for This Vehicle: The electronic brake control unit collects the wear values ​​of the friction pairs sent by the laser rangefinders in each brake caliper through an analog acquisition board. Before the train leaves the depot each day, during the emergency braking sub-item of the braking test, at the stable moment after the brake cylinder pressure reaches its maximum value, the electronic brake control unit records the current wear value. Assume that at this time, the motor car and trailer car each have 4... s and 4 h Each wear value is transmitted to the electronic brake control unit, which first obtains 3 values ​​through a clustering algorithm. s and 3 h The closest wear value is used as the basis for calculating the wear value of this vehicle, and then the average value is taken to obtain the current wear value of this vehicle. R c .

[0040] 2) Equal wear braking force distribution method: Let q The permissible wear values ​​for each car in a trainset are as follows: R a1 , R a2 , R a3 ,..., R aq The initial wear value detected daily using the method in 1) is... R o1 , R o2 , R o3 ,..., R oq The initial wear percentages for each vehicle are as follows: R o1 / R a1 , R o2 / R a2 , R o3 / R a3 ,..., R oq / R aq The equal wear braking force distribution method described in this invention can be performed according to the following steps: 1. The trailer sends the car weight, braking capacity (air braking capacity), and initial wear percentage to the whole train braking force distribution unit, and the motor sends the car weight, braking capacity (the sum of air braking capacity and electric braking capacity), and initial wear percentage to the whole train braking force distribution unit.

[0041] 2. The train's braking force distribution unit adjusts the braking force according to the current deceleration. a Calculate the total braking force required for the entire column F all , F all = M all a , M all为 The sum of the weights of all cars in the train, plus the sum of the electric braking capabilities of each car. F all-e Calculate the air braking force required for the entire column. F all-p , F all-p = F all - F all-e .

[0042] 3. The sum of the initial wear percentages of the entire train, calculated by the total braking force distribution units. p r-all = R o1 / R a1 + R o2 / R a2 + R o3 / R a3 + ... + R oq / R aq The full-train braking force distribution unit will p r-all and F all-p Send to each bicycle.

[0043] 4. When applying the air brake for the first time each day, for any bicycle i Received p r-all and F all-p Then, calculate the required air braking force based on the wear percentage of each vehicle. Fri , F ri = F all-p R oi / R ai / p r-all ,when F ri Less than or equal to the vehicle's remaining air braking capacity B ei At that time, according to F ri The pressure is converted into brake cylinder pressure for friction braking force control. F ri Greater than the vehicle's remaining air braking capacity B ei At that time, according to B ei It is converted into brake cylinder pressure for friction braking force control.

[0044] 5. Subsequently, when applying air brakes, for any single vehicle i The time integral of the product of speed and brake cylinder pressure is recorded as a reference amount for the increase in wear per braking cycle of a single vehicle. R add-i .make Sr i-(k-1) = R add-i-0 + R add-i-1 + R add-i-2 +...+ R add-i-（k-1） For bicycles i forward k The sum of the reference amount of wear increase accumulated from -1 braking events is then... k When the air brake is applied, the single vehicle first... Sr k-1 Send to the full-train braking force distribution unit.

[0045] 6. Order Sr all-(k-1) = Sr 1-(k-1) + Sr 2-(k-1) + Sr 3-(k-1) +...+ Sr q-(k-1) for q The braking force distribution unit of the entire EMU train is in the first... k The sum of data from each vehicle's front end during the second braking phase. k- The cumulative wear from one braking cycle increases the sum of the reference values, which will Sr all-(k-1) and p r-all With the k During the second braking F all-p-k Distribute them to each bicycle.

[0046] 7. For any bicycle i After receiving the three parameters issued by the full-train braking force distribution unit in step 6, the first step is to calculate the... k The braking force to be applied during the second braking operation, calculated based on wear and tear. F ri-k , F ri-k = R oi / R ai / p r-all (1+1 / q - Sr i-(k-1) / Sr all-(k-1) ),when F ri-k Less than or equal to the vehicle's remaining air braking capacity B ei At that time, according to F ri-k The pressure is converted into brake cylinder pressure for friction braking force control. F ri-k Greater than the vehicle's remaining air braking capacity B ei At that time, according to B ei It is converted into brake cylinder pressure for friction braking force control.

[0047] 8. Each vehicle completes the first... k After the friction brake is applied, update the previous step as per step 5. k The cumulative wear from each braking action increases the sum of reference values. Sr i-k Subsequent braking can be performed by distributing and executing braking force according to the distribution principle in steps 6 and 7.

[0048] Figure 6 This is a flowchart of the equal wear braking force distribution method based on wear detection according to an embodiment of the present invention, as shown below. Figure 6 As shown, in one embodiment of the present invention, the equal wear braking force distribution method based on wear detection of the present invention includes steps S101 to S105.

[0049] Step S101: Obtain the wear value of the friction pair corresponding to each brake caliper in the train, and then determine the initial wear value of each vehicle in the train based on the wear value of at least one friction pair corresponding to that vehicle.

[0050] The wear value of the friction pair is obtained by a friction pair wear detection device installed in the brake caliper. The friction pair wear detection device detects the extension distance of the support crank through a laser rangefinder and determines the wear value of the friction pair based on the extension distance of the support crank.

[0051] In this embodiment of the invention, each vehicle can be equipped with multiple brake calipers, and each brake caliper can be equipped with a corresponding friction pair wear detection device to detect the wear of the corresponding friction pair. The friction pair wear detection device can be integrated into the brake cylinder of the brake caliper, and a laser rangefinder sensor is installed on the brake cylinder body and aligned with the support crank to measure the extension distance of the support crank during braking.

[0052] Specifically, the laser emitter in the laser rangefinder emits a laser beam, which is reflected by the reflective plane of the support crank and received by the photosensitive receiving module within the laser rangefinder, thereby measuring the extension distance of the support crank. As the friction pair gradually wears down during service, the thickness of the friction pair decreases, and the extension distance of the support crank when braking force is applied will increase accordingly. Therefore, the wear condition of the friction pair can be reflected by the change in the extension distance of the support crank.

[0053] In one specific implementation, when the braking device is replaced with new brake pads, the initial extension distance of the support crank is measured as L1 using a laser rangefinder under applied braking force. During subsequent service, as the friction pair wears down, the real-time extension distance of the support crank is measured as L2 by the laser rangefinder when braking force is applied again. Given that the lever amplification factor of the brake lever is K, and the wear of the brake pads on both sides of the brake disc is equal, the wear value W of a single-sided friction pair can be determined by dividing W by 2K, where W equals L2 minus L1.

[0054] In this embodiment of the invention, each vehicle in the train can obtain multiple friction pair wear values. To improve the representativeness of the wear value of a single vehicle, the multiple friction pair wear values ​​corresponding to the same vehicle can be screened and synthesized to determine the initial wear value of the vehicle. The initial wear value can be used to characterize the overall wear state of the vehicle at a predetermined detection time, providing basic data for subsequent calculation of the initial wear percentage and aerodynamic braking force distribution.

[0055] In one specific implementation, during the daily braking test before the train leaves the depot, the wear value of the friction pair corresponding to each brake caliper can be obtained at the stable moment after the brake cylinder pressure reaches its maximum value. At this time, each brake caliper is under relatively consistent braking conditions, which facilitates the comparability between the measured values. For multiple wear values ​​of friction pairs corresponding to the same vehicle, a clustering method can be used to select the multiple closest wear values ​​of friction pairs as target wear values, and the target wear values ​​are averaged to obtain the initial wear value of the vehicle.

[0056] Step S102: Based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle, determine the initial wear percentage of each vehicle.

[0057] In this embodiment of the invention, each vehicle can be pre-set with a corresponding allowable wear value. The allowable wear value is used to characterize the maximum wear degree of the friction pair of the corresponding vehicle within the allowable usage range. By comparing the initial wear value of each vehicle obtained in step S101 with the corresponding allowable wear value, the current initial wear percentage of each vehicle can be obtained.

[0058] Specifically, for any vehicle, its initial wear percentage can be obtained by the ratio of the vehicle's initial wear value to its permissible wear value. The initial wear percentage allows for a normalized representation of the current wear status of different vehicles, facilitating a unified comparison of wear levels between them.

[0059] It should be understood that the initial wear value reflects the current wear state of the vehicle at the predetermined testing time, while the permissible wear value reflects the upper limit of permissible wear for the corresponding friction pair of the vehicle. The initial wear percentage provides a more intuitive indication of where each vehicle's current wear level falls within the permissible range. When subsequently distributing air braking force, based on the initial wear percentage of each vehicle, vehicles with higher wear levels can bear less of the friction braking load, while vehicles with lower wear levels can bear a slightly greater share of the friction braking load, thus helping to improve the uneven wear distribution among the vehicles.

[0060] Step S103: Obtain the braking capacity and weight of each vehicle, and determine the air braking force requirement for the entire train based on the weight of each vehicle, the current deceleration of the train, and the braking capacity of each vehicle.

[0061] In this embodiment of the invention, each vehicle in the train can send its braking capacity and weight to the train-wide braking force distribution unit. For trailers, the vehicle weight, air braking capacity, and initial wear percentage can be sent. For motor cars, the vehicle weight, braking capacity, and initial wear percentage can be sent, wherein the braking capacity may include the sum of air braking capacity and electric braking capacity.

[0062] In one specific implementation, the train-wide braking force distribution unit determines the total braking force required for the entire train based on the train's current deceleration and the total weight of all cars in the train. Then, based on the electric braking capacity of each motor car, the total electric braking force for the entire train is determined. Since the motor cars can take priority in undertaking part of the electric braking task, the total braking force required for the entire train can be further deducted after determining the total braking force required for the entire train, thereby obtaining the air braking force requirement for the entire train.

[0063] The purpose of this step is to determine the total braking force that the air braking system needs to bear under the current operating conditions. This air braking force requirement is not a fixed value, but varies with the train's current deceleration, total train weight, and electric braking capacity. By first determining the total air braking force requirement for the entire train and then allocating it among the cars, the subsequent allocation results can be more in line with the train's current operating conditions.

[0064] Step S104: Based on the initial wear percentage of each vehicle, the air braking force requirement for the entire train is allocated among the vehicles to obtain the corresponding air braking force to be applied to each vehicle.

[0065] In this embodiment of the invention, after obtaining the air braking force requirement for the entire train, the air braking force requirement can be further allocated among the vehicles based on the initial wear percentage of each vehicle. Specifically, the initial wear percentage of each vehicle in the entire train can be summarized to obtain the total initial wear percentage of the entire train, and then combined with the initial wear percentage of each vehicle, the corresponding air braking force allocation value for each vehicle can be determined.

[0066] For any given vehicle, its air braking force distribution value reflects the share of friction braking force that vehicle should bear under the current air braking force demand. Vehicles with a higher initial wear percentage indicate a relatively higher level of current wear, and their air braking force distribution can be reduced. Vehicles with a lower initial wear percentage indicate a relatively lower level of current wear, and their air braking force distribution can be increased accordingly. In this way, the overall air braking force distribution result can be matched with the current wear status of each vehicle.

[0067] In one specific implementation, after obtaining the air braking force distribution value for each vehicle, the remaining air braking capacity of each vehicle can be further considered to determine the corresponding air braking force to be applied to each vehicle. When the air braking force distribution value of a vehicle is less than or equal to its remaining air braking capacity, this air braking force distribution value can be used as the air braking force to be applied to that vehicle. When the air braking force distribution value of a vehicle is greater than its remaining air braking capacity, the remaining air braking capacity can be used as the air braking force to be applied to that vehicle, to avoid the distribution result exceeding the air braking capacity that the vehicle itself can provide.

[0068] This step not only considers the current wear status of each vehicle, but also the capacity constraints of each vehicle, so that the obtained air braking force to be applied can not only reflect the idea of ​​equal wear distribution, but also meet the actual braking execution conditions of the train.

[0069] In step S105, during the subsequent air braking process, the required air braking force for each vehicle is dynamically corrected based on the wear increase reference amount corresponding to each vehicle, and the brake cylinder pressure of each vehicle is controlled according to the corrected required air braking force.

[0070] In this embodiment of the invention, the air braking force to be applied determined in step S104 is mainly based on the initial wear state of each vehicle at the predetermined detection time. In order to further reflect the wear changes caused by multiple air brakings during subsequent operation, an increase in wear reference is introduced in this step to dynamically correct the air braking force to be applied for each vehicle.

[0071] Specifically, during subsequent air braking, for any vehicle, the time integral of the product of the vehicle's speed and brake cylinder pressure can be recorded, and this time integral can be used as a reference amount for the increase in wear corresponding to this braking action. This amount is used as the reference amount for wear increase because vehicle speed, brake cylinder pressure, and duration of braking all affect the degree of wear on the friction pair. By comprehensively characterizing these factors, the degree of influence of a single braking action on the increase in wear of the friction pair can be better reflected.

[0072] In one specific implementation, the wear increase reference amount corresponding to each vehicle's historical braking can be accumulated to obtain the cumulative wear increase reference amount for each vehicle. Simultaneously, the cumulative wear increase reference amounts for all vehicles in the entire train can be summarized to obtain the cumulative wear increase reference amount for the entire train. When subsequently distributing air braking force, the required air braking force for each vehicle can be corrected based on the initial wear percentage, taking into account both the cumulative wear increase reference amounts for each vehicle and the cumulative wear increase reference amount for the entire train, to obtain the corrected required air braking force.

[0073] When a vehicle has already undertaken a significant amount of friction braking during its initial operation, its cumulative wear increase is relatively large, and the aerodynamic braking force applied to that vehicle can be appropriately reduced during subsequent adjustments. Conversely, when a vehicle has undertaken relatively less friction braking during its initial operation, its cumulative wear increase is relatively small, and the aerodynamic braking force applied to that vehicle can be appropriately increased during subsequent adjustments. This dynamic adjustment method allows braking force distribution to consider not only the initial wear state but also the wear trend during operation.

[0074] After obtaining the corrected air braking force, it can be converted into the corresponding brake cylinder pressure, and friction braking force control can be performed based on the converted brake cylinder pressure. In this way, the corrected distribution result can be implemented in the actual braking process of each vehicle, enabling the train to continuously adjust the air braking force distribution of each vehicle based on wear conditions during subsequent operation.

[0075] In one embodiment of the present invention, the step S101 above, which involves obtaining the wear value of the friction pair corresponding to each brake caliper in the train, and then determining the initial wear value of each car in the train based on at least one wear value of the friction pair corresponding to that car, includes: During the daily braking test before the train leaves the depot, at the stable moment after the brake cylinder pressure reaches its maximum value, the wear value of the friction pair corresponding to each brake caliper in the train is obtained, and then the initial wear value of each car in the train for that day is determined.

[0076] In one embodiment of the present invention, determining the initial wear value of the vehicle based on the wear value of at least one friction pair corresponding to the vehicle in step S101 above includes: Clustering is performed on the wear values ​​of multiple friction pairs corresponding to the vehicle, and the wear values ​​of the multiple closest friction pairs are selected as the target wear values. The target wear values ​​are then averaged to obtain the initial wear value of the vehicle.

[0077] In this embodiment of the invention, a single vehicle typically corresponds to multiple brake calipers, thus allowing the acquisition of multiple wear values ​​for the friction pairs corresponding to that vehicle. Due to factors such as the installation position, stress state, and detection errors of different brake calipers, there may be certain differences between the wear values ​​of each friction pair. To improve the accuracy and representativeness of the determined initial wear value, the multiple wear values ​​of the friction pairs corresponding to the vehicle can be clustered, and the set of wear values ​​with the closest values ​​can be selected as the target wear value. Then, the target wear value is averaged to obtain the initial wear value of the vehicle.

[0078] In one specific implementation, assuming the moving train acquires 4s of friction pair wear values ​​and the trailer acquires 4h of friction pair wear values, cluster analysis can be performed on these 4s and 4h friction pair wear values ​​respectively. The 3s and 3h closest friction pair wear values ​​are then selected as target wear values. Subsequently, the selected target wear values ​​are averaged to obtain the initial wear value for the corresponding vehicle. This method reduces the influence of discrete detection values ​​on the determination of the initial wear value, making the obtained initial wear value more reflective of the actual wear state of the corresponding vehicle.

[0079] In one embodiment of the present invention, determining the initial wear percentage of each vehicle based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle in step S102 includes: The initial wear percentage of each vehicle is obtained by calculating the ratio of the initial wear value of each vehicle to the corresponding allowable wear value.

[0080] In one embodiment of the present invention, the step S103 above, which involves determining the air braking force requirement for the entire train based on the weight of each vehicle, the current deceleration of the train, and the braking capacity of each vehicle, includes: Determine the total braking force required for the entire train based on the train's current deceleration and the total weight of all vehicles in the train; The total electric braking force of the train is determined based on the electric braking capacity of the motor cars in each vehicle. The air braking force requirement for the entire train is determined based on the total braking force required for the entire train and the electric braking force required for the entire train.

[0081] In this embodiment of the invention, each vehicle can first send its braking capacity and weight to the train-wide braking force distribution unit, so that the train-wide braking force distribution unit can determine the train-wide air braking force requirement under the current operating conditions based on the train's current operating status. The braking capacity can be differentiated according to vehicle type. For trailers, only the vehicle's air braking capacity can be sent. For motor cars, only the vehicle's braking capacity can be sent, and the braking capacity includes the sum of air braking capacity and electric braking capacity. By summarizing the relevant parameters of each vehicle, basic data can be provided for subsequent calculations of the train-wide braking force and air braking force requirements.

[0082] Specifically, the total braking force required for the entire train can be determined based on the train's current deceleration and the total weight of all cars in the train. Let's assume the total weight of all cars in the train is M. all If the train's current deceleration is 'a', then the total braking force required for the entire train is F. all It can be represented as: F all =M all ×a Among them, F all M represents the total braking force required for the entire train. all This represents the total weight of all cars in the train, and 'a' represents the current deceleration of the train. This total braking force reflects the total braking capacity that the entire train needs to provide under the current deceleration requirement.

[0083] After obtaining the total braking force required for the entire train, the total electric braking force can be further determined based on the electric braking capabilities of each motor car. Since motor cars typically provide a certain amount of electric braking force during operation, the electric braking capabilities of each motor car can be summed to obtain the total electric braking force F for the entire train. all-eThe total electric braking force of the entire train represents the total braking force that the electric braking system of the entire train can withstand under the current operating conditions.

[0084] Determine the total braking force F required for the entire train. all And the full-train electric braking force F all-e Then, the air braking force requirement F for the entire train can be further determined. all-p Specifically, the total air braking force requirement F all-p It can be represented as: F all-p =F all -F all-e Among them, F all-p Indicates the total air braking force requirement of the entire train, F all F represents the total braking force required for the entire train. all-e This refers to the total electric braking force of the entire train. In other words, under the current operating conditions, after deducting the portion of the total braking force required by the electric brakes from the total braking force required by the entire train, the remaining portion is the braking force requirement that needs to be borne by the air brakes.

[0085] The above method can be used to match the determined air braking force requirements of the entire train with the current deceleration of the train, the weight of the entire train, and the electric braking capacity of the motor, thus providing a basis for the subsequent allocation of air braking force between vehicles based on the wear status of each vehicle.

[0086] In one embodiment of the present invention, the step S104 above, which allocates the air braking force requirement of the entire train based on the initial wear percentage of each vehicle to obtain the corresponding air braking force to be applied to each vehicle, includes: Based on the initial wear percentage of each vehicle and the sum of the initial wear percentages of the entire column, the corresponding air braking force distribution value for each vehicle is determined. The required air braking force for each vehicle is determined based on the air braking force distribution value corresponding to each vehicle.

[0087] In one embodiment of the present invention, the step of determining the applicable air braking force for each vehicle based on the air braking force distribution value corresponding to each vehicle includes: When the air braking force distribution value is less than or equal to the remaining air braking capacity of the corresponding vehicle, the air braking force distribution value is determined as the air braking force to be applied to the corresponding vehicle. When the air braking force distribution value is greater than the remaining air braking capacity of the corresponding vehicle, the remaining air braking capacity of the corresponding vehicle is determined as the air braking force to be applied to the corresponding vehicle.

[0088] In this embodiment, after determining the overall air braking force requirement in step S103, the overall air braking force requirement can be further allocated among the vehicles based on the initial wear percentage of each vehicle, to obtain the corresponding air braking force allocation value for each vehicle. Here, the initial wear percentage is used to characterize the position of each vehicle's current wear level within the allowable wear range. By incorporating the initial wear percentage of each vehicle into the air braking force allocation process, the air braking force borne by each vehicle can be adapted to its current wear state.

[0089] Specifically, the initial wear percentage of each car in the entire train can be summarized to obtain the total initial wear percentage of the entire train. Assume the initial wear values ​​of each car in the q-unit trainset are R... o1 R o2 R o3 To R oq The permissible wear values ​​for each vehicle are R. a1 R a2 R a3 To R aq Then the total initial wear percentage of the entire column is p r-all It can be represented as: p r-all =R o1 / R a1 +R o2 / R a2 +R o3 / R a3 +...+R oq / R aq Where, p r-all This represents the total initial wear percentage of the entire column.

[0090] After obtaining the total initial wear percentage p of the entire column r-all Subsequently, further calculations can be made based on the initial wear percentage of each vehicle and the overall aerodynamic braking force requirement F of the train. all-p Determine the air braking force distribution value for each vehicle. For any vehicle i, its air braking force distribution value F ri It can be represented as: F ri =F all-p ×R oi / R ai / p r-all Among them, F ri F represents the air braking force distribution value corresponding to vehicle i. all-p R represents the total air braking force requirement of the entire train. oi R represents the initial wear value of vehicle i. ai p represents the allowable wear value for vehicle i. r-allThis represents the total initial wear percentage of the entire column.

[0091] As shown in the formula above, the air braking force allocated to each vehicle is related to the initial wear percentage of that vehicle, as well as the overall air braking force requirement of the entire train. This allocation method allows for the distribution of the overall air braking force requirement among the vehicles based on their current wear status, ensuring that the air braking force borne by each vehicle matches its wear condition.

[0092] After obtaining the air braking force distribution value for each vehicle, the required air braking force for each vehicle can be further determined based on this value. Specifically, for any vehicle, the air braking force distribution value can be compared with its remaining air braking capacity. When the air braking force distribution value is less than or equal to the vehicle's remaining air braking capacity, the air braking force distribution value can be determined as the required air braking force for that vehicle. When the air braking force distribution value is greater than the vehicle's remaining air braking capacity, the vehicle's remaining air braking capacity can be determined as the required air braking force for that vehicle.

[0093] In other words, when the air braking force allocated to a vehicle based on its wear condition does not exceed its remaining air braking capacity, air braking control can be performed according to that air braking force allocation value. When the air braking force allocation value exceeds its remaining air braking capacity, the vehicle will undertake the air braking task within its capacity to avoid the allocation result exceeding the vehicle's actual execution capability.

[0094] In one specific implementation, when the air braking force distribution value F corresponding to vehicle i ri Less than or equal to the vehicle's remaining air braking capacity B ei At that time, F can be used ri Air braking force should be applied to vehicle i. When F ri Greater than B ei Then B ei Air braking force should be applied to vehicle i. Among them, B ei This represents the remaining air braking capacity corresponding to vehicle i.

[0095] In this way, based on the initial wear percentage and the allocation between vehicles, this step further considers the air braking capacity constraints of each vehicle, so that the final determined air braking force to be applied can not only reflect the wear state of each vehicle, but also meet the actual execution conditions of each vehicle, thus providing a basis for subsequent brake cylinder pressure control.

[0096] In one embodiment of the present invention, the step S105 above, which dynamically corrects the aerodynamic braking force to be applied to each vehicle based on the wear increase reference amount corresponding to each vehicle, includes: During subsequent air braking, for any vehicle, the time integral of the product of the vehicle's speed and the brake cylinder pressure is recorded, and the time integral is used as a reference amount for the wear increase corresponding to this braking action of the vehicle. The reference amount of wear increase corresponding to each braking operation in history of each vehicle is accumulated to obtain the reference amount of cumulative wear increase for each vehicle. The cumulative increase in wear of all cars in the entire train is summarized to obtain the cumulative increase in wear of the entire train. Based on the initial wear percentage of each vehicle, the cumulative wear increase reference amount of each vehicle, and the cumulative wear increase reference amount of the entire train, the required air braking force for each vehicle is corrected to obtain the corrected required air braking force.

[0097] In this embodiment of the invention, the required air braking force for each vehicle obtained in step S104 mainly reflects the initial wear state of each vehicle at the predetermined detection time. To further reflect the wear changes of each vehicle due to multiple air braking operations during subsequent train operation, this step also introduces an increase in wear reference value to dynamically correct the required air braking force for each vehicle. In this way, based on the initial wear percentage, the air braking force borne by each vehicle can be adjusted by further considering the actual braking load during subsequent operation.

[0098] Specifically, during subsequent air braking, for any vehicle, the time integral of the product of the vehicle's speed and the brake cylinder pressure can be recorded, and this time integral can be used as a reference for the increase in wear corresponding to this braking action. Here, vehicle speed, brake cylinder pressure, and duration of action all affect the wear of the friction pair. Therefore, using the time integral of the product of speed and brake cylinder pressure as a reference for the increase in wear can effectively characterize the degree of wear increase corresponding to this air braking action.

[0099] In one specific implementation, for any vehicle i, the reference amount of wear increase corresponding to each air braking of the vehicle can be denoted as R. add-i As the number of air braking applications increases, the wear increase reference value corresponding to each historical braking application of the vehicle can be accumulated to obtain the cumulative wear increase reference value for the vehicle. Assuming the current application is the kth air braking application, the cumulative wear increase reference value S for vehicle i in the previous k-1 braking applications is... ri-(k-1) It can be represented as: S ri-(k-1) =R add-i-0 +R add-i-1 +Radd-i-2 +…+R add-i-(k-1) Among them, S ri-(k-1) R represents the increase in cumulative wear of vehicle i during the first k-1 braking events, which is a reference value. add-i-0 R add-i-1 R add-i-2 To R add-i-(k-1) These represent the reference amount of wear increase for vehicle i during each corresponding braking action.

[0100] After obtaining the reference amount of cumulative wear increase for each vehicle, the reference amounts of cumulative wear increase for all vehicles in the entire train can be further summarized to obtain the reference amount of cumulative wear increase for the entire train. Assuming the train is a q-unit EMU, then at the k-th braking event, the reference amount of cumulative wear increase for the entire train is S. rall-(k-1) It can be represented as: S rall-(k-1) =S r1-(k-1) +S r2-(k-1) +S r3-(k-1) +…+S rq-(k-1) Among them, S rall-(k-1) S represents the total increase in reference amount of cumulative wear during the first k-1 braking operations of the entire train. r1-(k-1) S r2-(k-1) S r3-(k-1) To S rq-(k-1) These represent the reference amount of cumulative wear increase for each vehicle during the first k-1 braking operations.

[0101] After obtaining the reference amount of cumulative wear increase for each vehicle and the reference amount of cumulative wear increase for the entire train, the required air braking force for each vehicle can be further adjusted based on the initial wear percentage of each vehicle, the reference amount of cumulative wear increase for each vehicle, and the reference amount of cumulative wear increase for the entire train, to obtain the adjusted required air braking force. In other words, in the subsequent air braking phase, the air braking force distribution for each vehicle no longer depends solely on the initial wear percentage, but also on the degree of wear increase that the vehicle has already experienced during the initial braking process.

[0102] In one specific implementation, for any vehicle i, at the k-th air braking event, the corrected air braking force F to be applied at the k-th braking event can be determined based on the vehicle's initial wear percentage, the reference amount of cumulative wear increase of the vehicle in the previous k-1 braking events, and the reference amount of cumulative wear increase of the entire train in the previous k-1 braking events. ri-k It can be represented as: F ri-k =R oi / R ai / p r-all ×(1+1 / qS ri-(k-1) / S rall-(k-1) ) Among them, F ri-k R represents the corrected air braking force that vehicle i should apply during the k-th air braking action. oi R represents the initial wear value of vehicle i. ai p represents the allowable wear value for vehicle i. r-all S represents the total initial wear percentage of the entire train, q represents the number of cars in the train formation, and S represents the total initial wear percentage of the entire train. ri-(k-1) S represents the reference amount of the cumulative wear increase of vehicle i during the first k-1 braking events. rall-(k-1) This represents the total increase in reference amount of cumulative wear during the first k-1 braking operations of the entire train.

[0103] As can be seen from the above formula, when a vehicle undertakes a greater amount of friction braking during the initial operation, its cumulative wear increase is relatively large. Therefore, in subsequent adjustments, the required aerodynamic braking force for that vehicle will decrease accordingly. Conversely, when a vehicle undertakes relatively less friction braking during the initial operation, its cumulative wear increase is relatively small. Therefore, in subsequent adjustments, the required aerodynamic braking force for that vehicle will increase accordingly. In this way, the aerodynamic braking force of each vehicle can be continuously adjusted during subsequent operation, gradually bringing the wear of each vehicle towards equilibrium.

[0104] After obtaining the corrected air braking force, it can be further converted into the corresponding brake cylinder pressure, and friction braking force control can be performed based on the converted brake cylinder pressure. In this way, the dynamic correction result obtained based on the wear increase reference amount can be actually applied to the subsequent air braking control process of the train, so that the train can continuously adjust the air braking force distribution according to the wear changes of each vehicle throughout the entire operation.

[0105] In one embodiment of the present invention, step S105 above, which controls the brake cylinder pressure of each vehicle according to the modified air braking force to be applied, includes: The corrected air braking force for each vehicle is converted into the corresponding brake cylinder pressure, and friction braking force is controlled based on the converted brake cylinder pressure.

[0106] In this embodiment of the invention, after obtaining the corrected air braking force for each vehicle in step S105, it is also necessary to implement the corrected air braking force into the actual braking process of each vehicle. To this end, the corrected air braking force for each vehicle can be converted into the corresponding brake cylinder pressure first, and then friction braking force control can be performed based on the converted brake cylinder pressure.

[0107] Specifically, for any vehicle, the corrected air braking force can be converted into a corresponding brake cylinder pressure control amount based on the vehicle's braking actuation relationship, and this brake cylinder pressure control amount is sent to the corresponding brake actuator. The brake actuator adjusts the brake cylinder pressure according to the brake cylinder pressure control amount, so that the brake caliper of the corresponding vehicle generates a friction braking force that matches the corrected air braking force.

[0108] By employing the above method, the correction results obtained based on the wear increase reference amount can be applied to the actual braking process of each vehicle, enabling each vehicle to perform friction braking control according to the corrected air braking force during subsequent air braking. This not only ensures the actual execution of the allocation results obtained based on the initial wear percentage and the cumulative wear increase reference amount, but also adapts the air braking force output of each vehicle to the wear state of the corresponding vehicle, thereby helping to improve the uneven wear among vehicles.

[0109] In one specific implementation, when the modified required air braking force for a particular vehicle is large, the brake cylinder pressure of that vehicle can be increased accordingly to enable the vehicle to bear a larger friction braking force. Conversely, when the modified required air braking force for a particular vehicle is small, the brake cylinder pressure of that vehicle can be decreased accordingly to enable the vehicle to bear a smaller friction braking force. Thus, the modified required air braking force can be accurately transmitted to the friction braking actuation stages of each vehicle through brake cylinder pressure control.

[0110] In one embodiment of the present invention, the laser rangefinder is mounted on the brake cylinder body and aligned with the support crank; the laser emitter in the laser rangefinder emits a laser, which is reflected by the reflective plane of the support crank to the photosensitive receiving module in the laser rangefinder, thereby realizing the measurement of the extension distance of the support crank.

[0111] In one embodiment of the present invention, the friction pair wear detection device specifically determines the friction pair wear value by means of the extension distance of the support crank and the calculation expression of the wear value of the single-sided friction pair. The calculation expression of the wear value of the single-sided friction pair is as follows: W=(L2-L1) / 2K Where W is the wear value of the single-sided friction pair, L2 represents the extension distance of the support crank detected in real time, L1 represents the initial extension distance of the support crank measured under the new brake pad condition, and K represents the leverage amplification factor of the brake lever.

[0112] As can be seen from the above embodiments, the present invention proposes a friction pair wear detection device integrated in the brake cylinder, which can send the wear results detected by the laser rangefinder to the electronic brake control unit. When wear exceeds the limit, it can promptly remind the train crew. Compared with the trackside detection device installed in the workshop, it has better real-time performance and can more promptly ensure the safety of train operation.

[0113] The braking force distribution method based on real-time wear value proposed in this invention can effectively improve the wear uniformity of each vehicle friction pair, effectively reduce the number of individual maintenance operations, and improve the economy of operation and maintenance.

[0114] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0115] Based on the same inventive concept, embodiments of the present invention also provide an equal wear braking force distribution device based on wear detection, which can be used to implement the equal wear braking force distribution method based on wear detection described in the above embodiments, as described in the following embodiments. Since the principle of the equal wear braking force distribution device based on wear detection is similar to that of the equal wear braking force distribution method based on wear detection, embodiments of the equal wear braking force distribution device based on wear detection can be found in the embodiments of the equal wear braking force distribution method based on wear detection, and repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0116] Figure 7 This is a structural block diagram of the wear-resistant braking force distribution device based on wear detection according to an embodiment of the present invention, as shown below. Figure 7 As shown, in one embodiment of the present invention, the wear-detection-based equal wear braking force distribution device of the present invention includes: The initial wear value determination unit 1 is used to obtain the friction pair wear value corresponding to each brake caliper in the train, and then, for each vehicle in the train, determine the initial wear value of the vehicle based on at least one friction pair wear value corresponding to the vehicle. The friction pair wear value is obtained by a friction pair wear detection device installed in the brake caliper. The friction pair wear detection device detects the extension distance of the support crank through a laser range sensor and determines the friction pair wear value based on the extension distance of the support crank. The initial wear percentage determination unit 2 is used to determine the initial wear percentage of each vehicle based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle. The whole train air braking force demand determination unit 3 is used to obtain the braking capacity and weight of each car, and determine the whole train air braking force demand based on the weight of each car, the current deceleration of the train and the braking capacity of each car. An air braking force distribution unit 4 is to distribute the air braking force requirement of the entire train to each vehicle based on the initial wear percentage of each vehicle, so as to obtain the air braking force to be applied to each vehicle. The dynamic correction control unit 5 is used to dynamically correct the air braking force to be applied to each vehicle based on the wear increase reference amount corresponding to each vehicle during subsequent air braking process, and control the brake cylinder pressure of each vehicle according to the corrected air braking force to be applied.

[0117] In one embodiment of the present invention, the initial wear value determination unit 1 is specifically used to obtain the wear value of the friction pair corresponding to each brake caliper in the train at the stable moment after the brake cylinder pressure reaches its maximum value during the braking test before the train leaves the depot each day, and then determine the initial wear value of the vehicle for that day for each car in the train.

[0118] In one embodiment of the present invention, the initial wear value determination unit 1 includes: The initial wear value calculation module is used to cluster the wear values ​​of multiple friction pairs corresponding to the vehicle, select the closest multiple friction pair wear values ​​as the target wear value, and average the target wear value to obtain the initial wear value of the vehicle.

[0119] In one embodiment of the present invention, the initial wear percentage determination unit 2 is specifically used to obtain the initial wear percentage of each vehicle by calculating the ratio of the initial wear value of each vehicle to the corresponding allowable wear value.

[0120] In one embodiment of the present invention, the full-column air braking force demand determination unit 3 includes: The module for determining the total braking force required for the entire train is used to determine the total braking force required for the entire train based on the train's current deceleration and the total weight of all vehicles in the train. The whole train electric braking force determination module is used to determine the whole train electric braking force based on the electric braking capacity of the motor cars in each car. The full-column air braking force demand determination module is used to determine the full-column air braking force demand based on the total braking force required for the entire column and the full-column electric braking force.

[0121] In one embodiment of the present invention, the air braking force distribution unit 4 to be applied includes: The air braking force distribution value determination module is used to determine the air braking force distribution value for each vehicle based on the initial wear percentage of each vehicle and the sum of the initial wear percentages of the entire column. An air braking force determination module is used to determine the air braking force to be applied for each vehicle based on the air braking force allocation value corresponding to each vehicle.

[0122] In one embodiment of the present invention, the module for determining the applicable air braking force is specifically used for: When the air braking force distribution value is less than or equal to the remaining air braking capacity of the corresponding vehicle, the air braking force distribution value is determined as the air braking force to be applied to the corresponding vehicle. When the air braking force distribution value is greater than the remaining air braking capacity of the corresponding vehicle, the remaining air braking capacity of the corresponding vehicle is determined as the air braking force to be applied to the corresponding vehicle.

[0123] In one embodiment of the present invention, the dynamic correction control unit 5 includes: The wear increase reference determination module is used to record the time integral of the product of the vehicle's speed and the brake cylinder pressure for any vehicle during subsequent air braking, and use the time integral as the wear increase reference for the vehicle in this braking process. The cumulative wear increase reference amount determination module is used to accumulate the wear increase reference amount corresponding to each historical braking of each vehicle to obtain the cumulative wear increase reference amount for each vehicle. The module for determining the reference amount of cumulative wear increase for the entire train is used to summarize the reference amount of cumulative wear increase for each car in the entire train to obtain the reference amount of cumulative wear increase for the entire train. An air braking force correction module is used to correct the air braking force to be applied for each vehicle based on the initial wear percentage of each vehicle, the cumulative wear increase reference amount of each vehicle, and the cumulative wear increase reference amount of the entire train, so as to obtain the corrected air braking force to be applied.

[0124] In one embodiment of the present invention, the dynamic correction control unit 5 further includes: The friction braking force control module is used to convert the corrected air braking force to be applied for each vehicle into the corresponding brake cylinder pressure, and to control the friction braking force based on the converted brake cylinder pressure.

[0125] To achieve the above objectives, according to another aspect of this application, a computer device is also provided. For example... Figure 8As shown, the computer device includes a memory, a processor, a communication interface, and a communication bus. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the steps in the method of the above embodiments.

[0126] The processor can be a central processing unit (CPU). The processor can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips.

[0127] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and units, such as the program units corresponding to the above-described method embodiments of the present invention. The processor executes various functional applications and data processing of the processor by running the non-transitory software programs, instructions, and modules stored in the memory, thereby implementing the methods described in the above-described method embodiments.

[0128] The memory may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the processor, etc. Furthermore, the memory may include high-speed random access memory and non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the processor, which can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0129] The one or more units are stored in the memory and, when executed by the processor, perform the methods described in the above embodiments.

[0130] The specific details of the aforementioned computer equipment can be understood by referring to the relevant descriptions and effects in the above embodiments, and will not be repeated here.

[0131] To achieve the above objectives, according to another aspect of this application, a computer-readable storage medium is also provided, which stores a computer program that, when executed in a computer processor, implements the steps in the above-described method for equal wear braking force distribution based on wear detection. Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium may also include combinations of the above types of memory.

[0132] To achieve the above objectives, according to another aspect of this application, a computer program product is also provided, including a computer program / instructions that, when executed by a processor, implement the steps of the above-described wear detection-based equal wear braking force distribution method.

[0133] Obviously, those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device, or fabricating them separately as individual integrated circuit modules, or fabricating multiple modules or steps as a single integrated circuit module. Thus, the present invention is not limited to any particular hardware and software combination.

[0134] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for distributing equal wear braking force based on wear detection, characterized in that, include: The friction pair wear value corresponding to each brake caliper in the train is obtained. Then, for each vehicle in the train, based on at least one friction pair wear value corresponding to the vehicle, the initial wear value of the vehicle is determined. The friction pair wear value is obtained by a friction pair wear detection device installed in the brake caliper. The friction pair wear detection device detects the extension distance of the support crank through a laser rangefinder and determines the friction pair wear value based on the extension distance of the support crank. Based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle, the initial wear percentage of each vehicle is determined. Obtain the braking capacity and weight of each vehicle, and determine the air braking force requirement for the entire train based on the weight of each vehicle, the current deceleration of the train, and the braking capacity of each vehicle. Based on the initial wear percentage of each vehicle, the air braking force requirement for the entire train is allocated among the vehicles to obtain the corresponding air braking force to be applied to each vehicle. During subsequent air braking, the required air braking force for each vehicle is dynamically corrected based on the wear increase reference value corresponding to each vehicle, and the brake cylinder pressure of each vehicle is controlled according to the corrected required air braking force.

2. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The step of obtaining the wear value of the friction pair corresponding to each brake caliper in the train, and then determining the initial wear value of each car in the train based on at least one wear value of the friction pair corresponding to that car, includes: During the daily braking test before the train leaves the depot, at the stable moment after the brake cylinder pressure reaches its maximum value, the wear value of the friction pair corresponding to each brake caliper in the train is obtained, and then the initial wear value of each car in the train for that day is determined.

3. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, Determining the initial wear value of the vehicle based on the wear value of at least one friction pair corresponding to the vehicle includes: Clustering is performed on the wear values ​​of multiple friction pairs corresponding to the vehicle, and the wear values ​​of the multiple closest friction pairs are selected as the target wear values. The target wear values ​​are then averaged to obtain the initial wear value of the vehicle.

4. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The determination of the initial wear percentage for each vehicle based on the initial wear value and the corresponding allowable wear value for each vehicle includes: The initial wear percentage of each vehicle is obtained by calculating the ratio of the initial wear value of each vehicle to the corresponding allowable wear value.

5. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The determination of the total air braking force requirement for the entire train, based on the weight of each vehicle, the current deceleration of the train, and the braking capacity of each vehicle, includes: Determine the total braking force required for the entire train based on the train's current deceleration and the total weight of all vehicles in the train; The total electric braking force of the train is determined based on the electric braking capacity of the motor cars in each vehicle. The air braking force requirement for the entire train is determined based on the total braking force required for the entire train and the electric braking force required for the entire train.

6. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The allocation of the overall air braking force requirement based on the initial wear percentage of each vehicle to obtain the corresponding air braking force to be applied to each vehicle includes: Based on the initial wear percentage of each vehicle and the sum of the initial wear percentages of the entire column, the corresponding air braking force distribution value for each vehicle is determined. The required air braking force for each vehicle is determined based on the air braking force distribution value corresponding to each vehicle.

7. The method for distributing equal wear braking force based on wear detection according to claim 6, characterized in that, The determination of the applicable air braking force for each vehicle based on the air braking force distribution value for each vehicle includes: When the air braking force distribution value is less than or equal to the remaining air braking capacity of the corresponding vehicle, the air braking force distribution value is determined as the air braking force to be applied to the corresponding vehicle. When the air braking force distribution value is greater than the remaining air braking capacity of the corresponding vehicle, the remaining air braking capacity of the corresponding vehicle is determined as the air braking force to be applied to the corresponding vehicle.

8. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The dynamic correction of the required aerodynamic braking force for each vehicle based on the wear increase reference amount corresponding to each vehicle includes: During subsequent air braking, for any vehicle, the time integral of the product of the vehicle's speed and the brake cylinder pressure is recorded, and the time integral is used as a reference amount for the wear increase corresponding to this braking action of the vehicle. The reference amount of wear increase corresponding to each braking operation in history of each vehicle is accumulated to obtain the reference amount of cumulative wear increase for each vehicle. The cumulative increase in wear of all cars in the entire train is summarized to obtain the cumulative increase in wear of the entire train. Based on the initial wear percentage of each vehicle, the cumulative wear increase reference amount of each vehicle, and the cumulative wear increase reference amount of the entire train, the required air braking force for each vehicle is corrected to obtain the corrected required air braking force.

9. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The method of controlling the brake cylinder pressure of each vehicle according to the revised air braking force to be applied includes: The corrected air braking force for each vehicle is converted into the corresponding brake cylinder pressure, and friction braking force is controlled based on the converted brake cylinder pressure.

10. The method for distributing equal wear braking force based on wear detection according to claim 1, characterized in that, The laser rangefinder is mounted on the brake cylinder and aligned with the support crank. The laser emitter in the laser rangefinder emits a laser, which is reflected by the reflective plane of the support crank to the photosensitive receiving module inside the laser rangefinder, thereby realizing the measurement of the extension distance of the support crank.

11. The method for distributing equal wear braking force based on wear detection according to claim 10, characterized in that, The friction pair wear detection device specifically determines the friction pair wear value by the extension distance of the support crank and the calculation expression of the wear value of the friction pair on one side. The calculation expression of the wear value of the friction pair on one side is as follows: W=(L2-L1) / 2K Where W is the wear value of the single-sided friction pair, L2 represents the extension distance of the support crank detected in real time, L1 represents the initial extension distance of the support crank measured under the new brake pad condition, and K represents the leverage amplification factor of the brake lever.

12. A wear-based equal wear braking force distribution device, characterized in that, include: An initial wear value determination unit is used to obtain the friction pair wear value corresponding to each brake caliper in the train, and then, for each vehicle in the train, determine the initial wear value of the vehicle based on at least one friction pair wear value corresponding to the vehicle. The friction pair wear value is obtained by a friction pair wear detection device installed in the brake caliper. The friction pair wear detection device detects the extension distance of the support crank through a laser range sensor and determines the friction pair wear value based on the extension distance of the support crank. The initial wear percentage determination unit is used to determine the initial wear percentage of each vehicle based on the initial wear value of each vehicle and the corresponding allowable wear value of each vehicle. The whole train air braking force demand determination unit is used to obtain the braking capacity and weight of each car, and determine the whole train air braking force demand based on the weight of each car, the current deceleration of the train and the braking capacity of each car. An air braking force distribution unit is to distribute the air braking force requirement of the entire train among vehicles based on the initial wear percentage of each vehicle, so as to obtain the air braking force to be applied for each vehicle. The dynamic correction control unit is used to dynamically correct the required air braking force for each vehicle during subsequent air braking processes based on the wear increase reference amount corresponding to each vehicle, and control the brake cylinder pressure of each vehicle according to the corrected required air braking force.

13. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 11.

14. A computer-readable storage medium having a computer program / instructions stored thereon, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 11.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 11.

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