CN110949342B - Air braking parking control method and system for railway vehicle - Google Patents
Air braking parking control method and system for railway vehicle Download PDFInfo
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- CN110949342B CN110949342B CN201911302517.5A CN201911302517A CN110949342B CN 110949342 B CN110949342 B CN 110949342B CN 201911302517 A CN201911302517 A CN 201911302517A CN 110949342 B CN110949342 B CN 110949342B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Braking Arrangements (AREA)
Abstract
The invention discloses a railway vehicle air brake parking control method, which comprises the steps of obtaining a first preset relation between speed and friction coefficient under different braking forces; acquiring the current braking force and the current speed of the rail vehicle to obtain the current friction coefficient; correcting the current friction coefficient according to the obtained current deceleration to obtain a corrected friction coefficient; comparing whether the current deviation between the current deceleration and the preset deceleration is within a preset deviation range, and if so, acquiring the current braking force corresponding to the current friction coefficient; if not, acquiring the corrected braking force corresponding to the corrected friction coefficient. The current friction coefficient is accurately obtained according to the current speed and the current braking force, the current friction coefficient is corrected to obtain a corrected friction coefficient, the accurate friction coefficient is selected between the current friction coefficient and the corrected friction coefficient according to the current deceleration, the braking force is enabled to be closer to an accurate value, and the braking precision is higher. The invention also discloses an air braking parking control system of the railway vehicle.
Description
Technical Field
The invention relates to the technical field of rail transit control, in particular to a rail vehicle air brake parking control method and system.
Background
The safety of a rail vehicle depends to a large extent on the quality of the automatic performance of the vehicle. In recent years, rail vehicles are moving toward high speed and heavy load, and higher requirements are made on the braking performance of the rail vehicles.
Existing railway vehicles typically have two sets of braking systems, one set being an electric braking system provided by the traction system and the other set being an air braking system provided by the electro-pneumatic braking system. In view of the advantages that the electric brake system has small brake force output error and the like, the electric brake system is preferentially adopted for parking brake when the rail vehicle brakes. When the heavy-duty rail vehicle runs under severe working conditions such as a long downhill and the like, the electric braking system is difficult to meet the braking requirement, at the moment, an air braking system needs to be introduced, and the air braking system is controlled by adopting constant braking force.
However, the braking force of the air brake system is related to the friction coefficient of the friction pair, and the electric pneumatic brake system is difficult to obtain an accurate friction pair friction system, so that the braking force is inaccurate, and the braking precision of the railway vehicle is affected.
Therefore, how to improve the braking accuracy of the air brake of the railway vehicle is a technical problem to be solved urgently by those skilled in the art.
Disclosure of Invention
In view of the above, the present invention provides a method and a system for controlling air braking and parking of a railway vehicle, wherein after entering a braking control mode, an accurate current friction system is obtained according to a current speed and a current braking force, so as to obtain an accurate current braking force, the current braking force is close to an accurate value, and the braking precision is naturally improved.
The specific scheme is as follows:
the invention provides an air braking parking control method for a railway vehicle, which comprises the following steps:
acquiring a first preset relation between the speed and the friction coefficient under different working condition loads;
acquiring the current working condition load and the current speed of the rail vehicle to obtain a current friction coefficient;
correcting the current friction coefficient according to the obtained current deceleration to obtain a corrected friction coefficient;
obtaining the current braking force corresponding to the current friction coefficient and obtaining the corrected braking force corresponding to the corrected friction coefficient according to a second preset relation between the friction coefficient and the braking force;
comparing whether the current deviation between the current deceleration and a preset deceleration is within a preset deviation range, if so, acquiring the current braking force corresponding to the current friction coefficient according to the second preset relation; and if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to the second preset relation.
Preferably, the correcting the current friction coefficient according to the acquired current deceleration includes:
comparing the current deviation with a maximum threshold value of the preset deviation range, and reducing and adjusting the current friction coefficient when the current deviation is larger than the maximum threshold value;
and comparing the current deviation with a minimum threshold value of the preset deviation range, and expanding and adjusting the current friction coefficient when the current deviation is smaller than the minimum threshold value.
Preferably, before the obtaining the first preset relationship between the speed and the friction coefficient under different working condition loads, the method further includes:
and judging whether the received braking instruction is an air braking instruction, and if so, entering an air braking mode.
Preferably, the second predetermined relationship is expressed by the formula F ═ F1N · μ · s (2 · r/D), where F is the total braking force of a single bogie, in kN; f1Is braking force with the unit kN; n is the number of brakes; mu is a friction coefficient; r is the friction radius in mm; d is the wheel diameter in mm.
The invention also provides a rail vehicle air brake parking control system, comprising:
the first preset relation module is used for acquiring a first preset relation between the speed and the friction coefficient under different working condition loads;
the current friction coefficient acquisition module is used for acquiring the current braking force and the current speed of the rail vehicle to obtain the current friction coefficient;
the correction friction coefficient acquisition module is used for correcting the current friction coefficient according to the acquired current deceleration to obtain a correction friction coefficient;
the braking force judgment and selection module is used for obtaining the current braking force corresponding to the current friction coefficient and obtaining the correction braking force corresponding to the correction friction coefficient according to a second preset relation between the friction coefficient and the braking force, comparing whether the current deviation between the current deceleration and the preset deceleration is within a preset deviation range, and if so, obtaining the current braking force corresponding to the current friction coefficient according to the second preset relation; and if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to the second preset relation.
Preferably, the modified friction coefficient obtaining module includes:
the reduction correction module is used for comparing the current deviation with a maximum threshold value of the preset deviation range, and reducing and adjusting the current friction coefficient when the current deviation is larger than the maximum threshold value;
and the expansion correction module is used for comparing the current deviation with a minimum threshold value of the preset deviation range, and expanding and adjusting the current friction coefficient when the current deviation is smaller than the minimum threshold value.
Preferably, the method further comprises the following steps:
and the air brake starting module is used for judging whether the received brake instruction is an air brake instruction or not, and if so, entering an air brake mode.
Compared with the background technology, the air braking parking control method for the railway vehicle comprises the steps of obtaining a first preset relation between the speed and the friction coefficient under different working condition loads; acquiring the current working condition load and the current speed of the rail vehicle to obtain a current friction coefficient; correcting the current friction coefficient according to the obtained current deceleration to obtain a corrected friction coefficient; obtaining a current braking force corresponding to the current friction coefficient and obtaining a corrected braking force corresponding to the corrected friction coefficient according to a second preset relation between the friction coefficient and the braking force; comparing whether the current deviation between the current deceleration and the preset deceleration is within a preset deviation range, and if so, acquiring the current braking force corresponding to the current friction coefficient according to a second preset relation; if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to the second preset relation.
Therefore, the current friction coefficient accurately obtained according to the current speed and the current working condition load is close to an accurate value, and correspondingly, the current friction coefficient is also close to the accurate value, so that the current braking force is closer to the accurate value; further, the current friction coefficient is corrected according to the current deceleration, the corrected friction coefficient is closer to an accurate value, and accordingly the corrected braking force is also closer to the accurate value. The key point is that the invention also selects the optimal braking force between the current braking force and the corrected braking force according to the current deviation, and the braking precision is higher.
In consideration of the fact that the technical scheme is the same in nature, the air braking parking control system for the railway vehicle provided by the invention has the same beneficial effects.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flow chart of the operation of the air brake park control of a railway vehicle provided by the present invention;
FIG. 2 is a detailed flow chart of the operation of the air brake park control of the railway vehicle provided by the present invention;
FIG. 3 is a graph of speed versus coefficient of friction for a brake force of 9 kN;
FIG. 4 is a graphical representation of the speed versus coefficient of friction for a brake force of 13 kN;
FIG. 5 is a graphical representation of the speed versus coefficient of friction for a braking force of 25.5 kN;
FIG. 6 shows a speed versus coefficient of friction curve for a braking force of 31 kN.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific examples.
Please refer to the work flow diagrams provided in fig. 1 and fig. 2.
The embodiment of the invention discloses a railway vehicle air braking parking control method, which comprises the following steps:
the first step is as follows: acquiring a first preset relation between the speed and the friction coefficient under different working condition loads;
taking a certain type of railway vehicle as an example, after the friction pair of the railway vehicle is determined, the flywheel test is utilized to test the corresponding current friction coefficient of the friction pair of the type under different current working condition loads and different current speeds. For example, the coefficient of static friction μ is determined during static friction00.41. As another example, the braking force of a rail vehicle in the unloaded state is 9kN, i.e., FAW0＝9kN。
The measured values of the parameters under the four typical working conditions of AW0, AW1, AW2 and AW3 can be referred to the following table 1:
TABLE 1
The friction coefficients corresponding to the braking force under several typical conditions can be easily derived from the table. Wherein, the working condition load F under the AW0 working condition loadAW0Corresponding coefficient of friction is mu1、μ2、μ3And mu4Operating condition load F under AW1 operating condition loadAW1Corresponding coefficient of friction is mu5、μ6、μ7And mu8Operating condition load F under AW2 operating condition loadAW2Corresponding coefficient of friction is mu9、μ10、μ11And mu12Operating condition load F under AW3 operating condition loadAW3Corresponding coefficient of friction is mu13、μ14、μ15And mu16. Of course, the speed values of different types of rail vehicles are not limited to the four values listed in table 1, and rail vehicles of different typesThe working condition load grade and the speed grade measured by the vehicle can be set according to the actual condition, the more the working condition load grade is, the more the speed grade is, the more the obtained friction coefficient is correspondingly increased, and the more the friction coefficient is close to the accurate value.
And fitting a curve relation graph of the speed and the friction coefficient under different current working condition loads according to the measured current friction coefficient. For example, FIG. 3 shows a velocity versus coefficient of friction curve for a duty load of 9 kN; FIG. 4 is a graphical representation of the speed versus coefficient of friction curve for a duty load of 13 kN; FIG. 5 is a graphical representation of speed versus coefficient of friction at a duty load of 25.5 kN; FIG. 6 shows a velocity versus coefficient of friction curve for a duty load of 31 kN.
The second step is that: acquiring the current working condition load and the current speed of the rail vehicle to obtain a current friction coefficient;
according to the speed and friction coefficient curve diagrams in the attached figures 3 to 6, after the air braking mode is entered, under the condition that the current working condition load is determined, the current friction coefficient is determined according to the current speed.
Specifically, the current operating condition load is FAW0The current speed v satisfies 1km/h<When v is less than or equal to 20km/h, selecting mu1As the current coefficient of friction; the current speed v satisfies 20km/h<When v is less than or equal to 40km/h, selecting mu2As the current coefficient of friction; the current speed v satisfies 40km/h<When v is less than or equal to 60km/h, selecting mu3As the current coefficient of friction; the current speed v satisfies 60km/h<When v is less than or equal to 80km/h, selecting mu4As the current coefficient of friction.
The current working condition load is between FAW0And FAW1In between, the current speed v satisfies 1km/h<When v is less than or equal to 20km/h, selecting mu5As the current coefficient of friction; the current speed v satisfies 20km/h<When v is less than or equal to 40km/h, selecting mu6As the current coefficient of friction; the current speed v satisfies 40km/h<When v is less than or equal to 60km/h, selecting mu7As the current coefficient of friction; the current speed v satisfies 60km/h<When v is less than or equal to 80km/h, selecting mu8As the current coefficient of friction.
The current working condition load is between FAW1And FAW2BetweenThe current speed v satisfies 1km/h<When v is less than or equal to 20km/h, selecting mu9As the current coefficient of friction; the current speed v satisfies 20km/h<When v is less than or equal to 40km/h, selecting mu10As the current coefficient of friction; the current speed v satisfies 40km/h<When v is less than or equal to 60km/h, selecting mu11As the current coefficient of friction; the current speed v satisfies 60km/h<When v is less than or equal to 80km/h, selecting mu12As the current coefficient of friction.
The current working condition load is between FAW2And FAW3In between, the current speed v satisfies 1km/h<When v is less than or equal to 20km/h, selecting mu13As the current coefficient of friction; the current speed v satisfies 20km/h<When v is less than or equal to 40km/h, selecting mu14As the current coefficient of friction; the current speed v satisfies 40km/h<When v is less than or equal to 60km/h, selecting mu15As the current coefficient of friction; the current speed v satisfies 60km/h<When v is less than or equal to 80km/h, selecting mu16As the current coefficient of friction.
For example, when the current operating condition load of the rail vehicle is between FAW2And FAW3Between working conditions and when the current speed v is 50km/h, the current friction coefficient is mu according to the content15I.e. the current coefficient of friction is 0.325.
The third step: and correcting the current friction coefficient according to the acquired current deceleration to obtain a corrected friction coefficient, wherein the following contents are required for correcting the current friction coefficient.
The fourth step: the current braking force corresponding to the current friction coefficient and the corrected braking force corresponding to the corrected friction coefficient are both obtained according to a second preset relationship between the friction coefficient and the braking force, and the second preset relationship refers to the following contents.
The fifth step: comparing whether the current deviation between the current deceleration and a preset deceleration is within a preset deviation range, and if so, acquiring the current braking force corresponding to the current friction coefficient according to a second preset relation; and if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to a second preset relation.
The preset deceleration is preset and input into the electro-pneumatic brake system according to the type of the railway vehicle. When the current deviation between the current deceleration and the preset deceleration is within the preset deviation range, the current deceleration is proper, the friction coefficient of the friction pair corresponding to the current deceleration is accurate, the friction coefficient is not required to be corrected, and the current braking force corresponding to the current friction coefficient is directly output. When the current deviation between the current deceleration and the preset deceleration is not within the preset deviation range, the current deceleration is difficult to meet the accurate braking requirement, and the current friction coefficient corresponding to the current deceleration needs to be corrected to obtain the corrected friction coefficient.
In the correction process, comparing the current deviation with the maximum threshold value of the preset deviation range, and reducing and adjusting the current friction coefficient when the current deviation is greater than the maximum threshold value; and comparing the current deviation with a minimum threshold value of the preset deviation range, and expanding and adjusting the current friction coefficient when the current deviation is smaller than the minimum threshold value.
In the specific embodiment, the measured sign marks of the current friction coefficient are arranged in sequence from small to large to form first to sixty poles, and the first stage is assumed to correspond to the current friction coefficient to be mu1Sixteen poles corresponding to a coefficient of friction of mu16Other current coefficients of friction may be analogized in turn.
In order to conveniently select a standard friction coefficient, the model of the rail vehicle is combined, and tests prove that when the current deceleration is greater than the maximum threshold value, a friction coefficient which is one level lower than the current friction coefficient is specifically selected, and the corrected friction coefficient is the friction coefficient which is one level lower than the current friction coefficient; when the current deceleration is smaller than the minimum threshold, a friction coefficient one level higher than the current friction coefficient is specifically selected, and the corrected friction coefficient is the friction coefficient one level higher than the current friction coefficient.
For example, the current deceleration corresponds to a current coefficient of friction of μ7When the current deceleration is larger than the maximum threshold, the corrected friction coefficient is mu6(ii) a When the current deceleration is less than the minimum threshold, the corrected friction coefficient is mu8。
Before the second preset relation is obtained, the single bogie assembly of the railway vehicle of the model is obtainedKey values of braking force, number of brakes, friction radius, wheel diameter and the like are obtained according to a formula F of a second preset relation1N · μ · (2 · r/D) obtains the current braking force, and the second predetermined relationship mentioned above refers specifically to the formula. In the formula, the total braking force of a single bogie is expressed in kN; f1Is braking force with the unit kN; n is the number of brakes; mu is a friction coefficient; r is the friction radius in mm; d is the wheel diameter in mm.
Before the first step, the method also comprises the step of judging whether the received braking instruction is an air braking instruction, and if so, entering an air braking mode. When a master control system of the railway vehicle detects that the electric brake system cannot meet the braking requirement under the existing operating condition, the master control system starts the electric pneumatic brake system according to an input air braking instruction, and then the electric pneumatic brake system enters an air braking mode.
In summary, the current friction coefficient accurately obtained according to the current speed and the current working condition load is close to an accurate value, and accordingly, the current friction coefficient is also close to an accurate value, so that the current braking force is closer to an accurate value; further, the current friction coefficient is corrected according to the current deceleration, the corrected friction coefficient is closer to an accurate value, and accordingly the corrected braking force is also closer to the accurate value. The key point is that the invention also selects the optimal braking force between the current braking force and the corrected braking force according to the current deviation, and the braking precision is higher.
The invention provides an air braking parking control system of a railway vehicle, which comprises a first preset relation module, a current friction coefficient acquisition module, a corrected friction coefficient acquisition module and a braking force judgment and selection module, wherein the first preset relation module is used for acquiring a first preset relation between the speed and the friction coefficient under different working condition loads; the current friction coefficient acquisition module is used for acquiring the current braking force and the current speed of the rail vehicle to obtain the current friction coefficient; the correction friction coefficient acquisition module is used for correcting the current friction coefficient according to the acquired current deceleration to obtain a correction friction coefficient; the braking force judgment and selection module is used for acquiring a current braking force corresponding to the current friction coefficient and acquiring a correction braking force corresponding to the correction friction coefficient according to a second preset relation between the friction coefficient and the braking force, wherein the second preset relation specifically refers to the following contents and is used for comparing whether the current deviation between the current deceleration and the preset deceleration is within a preset deviation range, and if so, the current braking force corresponding to the current friction coefficient is acquired according to the second preset relation; and if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to a second preset relation.
The modified friction coefficient acquisition module comprises a reduction modification module and an expansion modification module, wherein the reduction modification module is used for comparing the current deviation with the maximum threshold value of the preset deviation range, and reducing and adjusting the current friction coefficient when the current deviation is greater than the maximum threshold value; and the expansion correction module is used for comparing the current deviation with a minimum threshold value of the preset deviation range, and expanding and adjusting the current friction coefficient when the current deviation is smaller than the minimum threshold value.
The air brake starting module is used for judging whether the received brake instruction is an air brake instruction or not, and if so, entering an air brake mode.
The operation principle of each module is described in detail with specific reference to the contents of the pneumatic braking and parking control method for railway vehicles provided by the invention, and the details are not described herein. Considering that the technical solutions of the two subjects of the present invention are substantially the same, the railway vehicle air brake parking control system provided by the present invention has the same particular advantageous effects.
The air brake parking control method and system for railway vehicles provided by the invention are described in detail, and the principle and the implementation mode of the invention are explained by applying specific examples, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (7)
1. An air brake parking control method for a railway vehicle is characterized by comprising the following steps:
acquiring a first preset relation between the speed and the friction coefficient under different working condition loads;
acquiring the current working condition load and the current speed of the rail vehicle to obtain a current friction coefficient;
correcting the current friction coefficient according to the obtained current deceleration to obtain a corrected friction coefficient;
comparing whether the current deviation between the current deceleration and a preset deceleration is within a preset deviation range, if so, acquiring the current braking force corresponding to the current friction coefficient according to a second preset relation between the friction coefficient and the braking force; and if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to the second preset relation.
2. The rail vehicle air brake park control method of claim 1, wherein the modifying the current coefficient of friction based on the obtained current deceleration includes:
comparing the current deviation with a maximum threshold value of the preset deviation range, and reducing and adjusting the current friction coefficient when the current deviation is larger than the maximum threshold value;
and comparing the current deviation with a minimum threshold value of the preset deviation range, and expanding and adjusting the current friction coefficient when the current deviation is smaller than the minimum threshold value.
3. The rail vehicle air brake park control method of claim 1, further comprising, prior to the obtaining the first preset relationship between speed and coefficient of friction at different operating condition loads:
and judging whether the received braking instruction is an air braking instruction, and if so, entering an air braking mode.
4. The railway vehicle air brake park control method of claim 1, whereinThe second predetermined relationship is defined as the formula F ═ F1N · μ · s (2 · r/D), where F is the total braking force of a single bogie, in kN; f1Is braking force with the unit kN; n is the number of brakes; mu is a friction coefficient; r is the friction radius in mm; d is the wheel diameter in mm.
5. A railway vehicle air brake park control system, comprising:
the first preset relation module is used for acquiring a first preset relation between the speed and the friction coefficient under different working condition loads;
the current friction coefficient acquisition module is used for acquiring the current braking force and the current speed of the rail vehicle to obtain the current friction coefficient;
the correction friction coefficient acquisition module is used for correcting the current friction coefficient according to the acquired current deceleration to obtain a correction friction coefficient;
the braking force judgment and selection module is used for comparing whether the current deviation between the current deceleration and the preset deceleration is within a preset deviation range, and if so, acquiring the current braking force corresponding to the current friction coefficient according to a second preset relation between the friction coefficient and the braking force; and if not, acquiring the corrected braking force corresponding to the corrected friction coefficient according to the second preset relation.
6. The rail vehicle air brake park control system of claim 5, wherein the modified coefficient of friction acquisition module includes:
the reduction correction module is used for comparing the current deviation with a maximum threshold value of the preset deviation range, and reducing and adjusting the current friction coefficient when the current deviation is larger than the maximum threshold value;
and the expansion correction module is used for comparing the current deviation with a minimum threshold value of the preset deviation range, and expanding and adjusting the current friction coefficient when the current deviation is smaller than the minimum threshold value.
7. The rail vehicle air brake park control system of claim 5, further comprising:
and the air brake starting module is used for judging whether the received brake instruction is an air brake instruction or not, and if so, entering an air brake mode.
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| CN111824093B (en) * | 2020-07-30 | 2021-08-17 | 中车株洲电力机车有限公司 | Rail transit vehicle parking control method and system |
| CN112477831B (en) * | 2020-12-10 | 2022-02-15 | 交控科技股份有限公司 | Brake control system, method and railway vehicle |
| CN112784060B (en) * | 2021-01-27 | 2022-09-20 | 河北省交通规划设计院 | Road surface friction coefficient determination method and device based on Internet of vehicles and electronic equipment |
| CN114802135B (en) * | 2022-04-13 | 2023-03-24 | 中车唐山机车车辆有限公司 | Train braking method and device and computer readable storage medium |
| CN116252761A (en) * | 2023-01-04 | 2023-06-13 | 岚图汽车科技有限公司 | Intelligent electronic braking force distribution method and system |
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