Method and device for controlling the braking of a rack railway

专利摘要:
A method and a device for controlling the braking of a rack railway are provided. A current operating parameter of the rack railway is recorded. The operating parameter has at least one rail gradient. In response to a braking command of the rack railway, a braking mode corresponding to the braking force which must be exerted on the rack railway and a braking parameter corresponding to this braking mode are determined based on the operating parameter. The braking mode has at least either adhesive braking and / or band braking. The braking parameter has at least one of the elements from the group comprising a service brake stage, a braking deceleration and a braking vehicle. Based on the determined braking mode and the braking parameter, at least some of the braking vehicles of the rack railway are controlled in such a way that each of them outputs the braking force for stopping the rack railway. The braking devices of the rack railway have an adhesive braking device and a band braking device. Thus, a cogwheel train traveling on a rail with a steep gradient can be braked based on a suitable braking strategy, and can stop based on a suitable stopping strategy, so that an effect of the braking on the cogwheel train can be reduced, whereby the cogwheel train from an excessive Load due to the effect of braking can be protected.
公开号:AT523704A2
申请号:T9017/2020
申请日:2020-11-17
公开日:2021-10-15
发明作者:Wang Li；Duan Jichao；Leng Bo；Long Huawei；Wang Xian；Shen Mingqian；Ren Depeng
申请人:Crrc Zhuzhou Locomotive Co Ltd；
IPC主号:

专利说明:

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METHOD AND DEVICE FOR CONTROLLING THE BRAKING OF A GEARWHEEL
The present application claims priority from Chinese Patent Application No. 202010017772.1 entitled "METHOD AND APPARATUS FOR CONTROLLING BRAKING OF A GEARWAY" filed on January 8, 2020 with the Chinese National Intellectual Property Agency, which is incorporated herein by reference
is included in full in the present application.
TECHNICAL FIELD The present disclosure relates to the technical art of braking a rack and pinion train, and more particularly to a method and apparatus for controlling the
Braking a cogwheel train.
BACKGROUND OF THE INVENTION Trains, such as subways and railroad trains, usually have multiple carriages. In the field of train production and control, a
Waggon often referred to as a (rail) vehicle.
With the development of rack railways, the technologies for controlling the
Braking of the rack railways continuously improved.
A rack railway has multiple vehicles, such as a locomotive vehicle that provides traction and a trailer vehicle that is driven by the locomotive vehicle. Each of the multiple vehicles is with one
Adhesive braking device or a band braking device equipped.
With the conventional method for controlling the braking of a rack railway currently lacks the application of a suitable braking strategy when braking on a steep section of rail to reduce the acting on the rack railway by the braking
Force, resulting in excessive damage to the rack railway.
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SUMMARY
In view of this problem, a method and an apparatus for controlling the braking of a rack and pinion train are provided in accordance with the present disclosure in order to at least partially solve the above-mentioned problem. The technical solutions
are described as follows.
A method for controlling the braking of a rack railway is provided. The method comprises: acquiring a current operating parameter of the rack railway, the operating parameter having at least one rail gradient; in response to a braking command of the cogwheel train and based on the operating parameter, determining a braking mode corresponding to the braking force that must be exerted on the cogwheel train, and a braking parameter corresponding to the braking mode, the braking mode at least one of the braking operations from the group comprising adhesive braking and band braking and the braking parameter has at least one of the elements from the group comprising a service brake stage, a braking deceleration and a braking vehicle; and, based on the determined braking mode and the determined braking parameter, controlling at least part of the braking devices of the rack-and-pinion railway so that they each apply the braking force to stop the rack-and-pinion railway. The braking devices of the
Cogwheel trains have an adhesive brake device and a band brake device.
In one embodiment, the operating parameter has the rail gradient and a travel speed. Determining, based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the cogwheel train and a braking parameter corresponding to this braking mode comprises: determining that the braking mode corresponding to the braking force that has to be exerted on the cogwheel train is adhesive braking and determining that a braking parameter corresponding to the adhesive braking is a first preset braking parameter if the rail gradient is greater than a first preset gradient and the travel speed is greater than a first preset speed; and determining that the braking mode corresponding to the braking force that must be applied to the rack railway is the band braking, and determining that a braking parameter corresponding to the band braking is a second preset braking parameter if the rail slope is greater than the first
preset incline, and the driving speed less than or equal to the first
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preset speed is. The second preset braking parameter is identical
with the first preset braking parameter, or differs from it.
In one embodiment, the operating parameter has the rail gradient and a travel speed. Determining, based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the cogwheel train and a braking parameter corresponding to this braking mode comprises: determining that the braking mode corresponding to the braking force that has to be exerted on the cogwheel train is band braking , and determining that a braking parameter corresponding to the band braking must have at least either a first portion of the braking force or a first group of braking vehicles, if the rail gradient is greater than a first preset gradient, and the driving speed between a second preset speed and a first preset speed is, wherein the first proportion is less than 100%, the first group of braking vehicles consists of a part of vehicles which are equipped with the band brake device, and the first preset speed is less than the second e preset speed; and determining that the braking mode corresponding to the braking force that must be applied to the rack railway is the band braking, and determining that a braking parameter corresponding to the band braking must have at least either a second portion of the braking force or a second group of braking vehicles if the rail slope is greater than the first preset gradient, and the driving speed is less than or equal to the first preset speed, the second proportion being equal to 100%, and the second group of braking vehicles consists of all vehicles that are driven by the
Band brake device are equipped.
In one embodiment, the operating parameter includes the rail gradient. Determining, based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the cogwheel train and a braking parameter corresponding to this braking mode comprises: determining that the braking mode corresponding to the braking force that has to be exerted on the cogwheel train is band braking , and determining that a braking parameter corresponding to the band braking must have a third group of braking vehicles, a first braking deceleration, a fourth group of braking vehicles and a second braking deceleration if the rail slope
is less than a second preset slope. The first braking delay corresponds to
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The third group of braking vehicles and is equal to 0. The second braking deceleration corresponds to the fourth group of braking vehicles and is greater than 0. The third group of braking vehicles is arranged closer to the rear end of the rack railway with respect to the fourth group of braking vehicles. Both the third group of braking vehicles and the fourth group of braking vehicles have vehicles which each have the
Band brake device are equipped.
In one embodiment, the operating parameter has the rail gradient and a travel speed. The determination, based on the operating parameter, of a braking mode corresponding to the braking force that has to be exerted on the rack-and-pinion train and of a braking parameter corresponding to this braking mode comprises: determining that the braking mode corresponding to the braking force that has to be exerted on the rack-and-pinion train is the band braking, and Determine that a braking parameter corresponding to the band braking must have a third component of the braking force if the rail gradient is less than a second preset gradient and the travel speed is between a third preset speed and a first preset speed, the third component being less than 100 %, and the first preset speed is lower than the third preset speed; and determining that the braking mode corresponding to the braking force that must be exerted on the rack railway is the band braking, and determining that a braking parameter corresponding to the band braking must have a second portion of the braking force if the rail gradient is greater than the second preset gradient, and the vehicle speed is less than or equal to the third preset speed. The second part is the same
100%.
Furthermore, a device for controlling the braking of a rack railway is provided. The device has a first detection unit, a first determination unit and a first control unit. The first acquisition unit is set up to acquire a current operating parameter of the rack railway. The operating parameter has at least one rail gradient. The first determination unit is set up, in response to a braking command of the cogwheel train and based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the cogwheel train, and a braking parameter corresponding to this
Determine braking mode. The braking mode has at least one braking from the group
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comprising an adhesive braking and a band braking. The braking parameter has at least one of the elements from the group comprising a service brake stage, a braking deceleration and a braking vehicle. The first control unit is set up to control at least some of the braking vehicles of the rack railway based on the determined braking mode and the determined braking parameter in such a way that they each apply the braking force to stop the rack railway. The braking devices of the rack railway have an adhesive braking device and a
Band brake device on.
In one embodiment, the operating parameter has the rail gradient and a travel speed. The first determination unit has a second determination unit and a third determination unit. The second determination unit is set up to determine that the braking mode corresponding to the braking force that has to be exerted on the rack railway is adhesive braking, and to determine that a braking parameter corresponding to adhesive braking is a first preset braking parameter if the rail gradient is greater than a first preset grade, and the vehicle speed is greater than a first preset speed. The third determination unit is set up to determine that the braking mode corresponding to the braking force that has to be exerted on the rack railway is the band braking, and to determine that a braking parameter corresponding to the band braking is a second preset braking parameter if the rail gradient is greater than the first preset gradient, and the driving speed is less than or equal to the first preset speed. The second preset braking parameter is identical
with the first preset braking parameter, or differs from it.
In one embodiment, the operating parameter has the rail gradient and a travel speed. The first determination unit has a fourth determination unit and a fifth determination unit. The fourth determination unit is set up to determine that the braking mode corresponding to the braking force that has to be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking is at least either a first portion of the braking force or a first group braking vehicles must have, if the rail gradient is greater than a first preset gradient, and the driving speed
between a second preset speed and a first preset
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Speed lies. The first proportion is less than 100%. The first group of braking vehicles has a part of vehicles which are each equipped with the band brake device. The first preset speed is slower than the second preset speed. The fifth determination unit is set up to determine that the braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking is at least either a second portion of the braking force or a second group braking vehicles must have, if the rail gradient is greater than the first preset gradient and the driving speed is less than or equal to the first preset speed. The second part is equal to 100%. The second group of braking vehicles has all of them
Vehicles each equipped with the band brake device.
In one embodiment, the operating parameter has the rail gradient and a travel speed. The first determination unit is set up to determine that the braking mode corresponding to the braking force that must be exerted on the rack railway is the band braking, and to determine that a braking parameter corresponding to the band braking is a third group of braking vehicles, a first braking deceleration, a fourth group braking vehicles and a second braking deceleration must have, if the rail gradient is less than a second preset gradient. The first braking deceleration corresponds to the third group of braking vehicles and is equal to 0. The second braking deceleration corresponds to the fourth group of braking vehicles and is greater than 0. The third group of braking vehicles is located closer to the rear end of the rack railway with respect to the fourth group of braking vehicles . Both the third group of braking vehicles and the fourth group of braking vehicles have vehicles
which are each equipped with the band brake device.
In one embodiment, the operating parameter has the rail gradient and a travel speed. The first determination unit has a sixth determination unit and a seventh determination unit. The sixth determination unit is set up to determine that the braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking is at least a third proportion of the
Must have braking force if the rail slope is less than a second
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preset gradient, and the driving speed is between a third preset speed and a first preset speed. The third proportion is less than 100%. The first preset speed is less than the third preset speed. The seventh determination unit is set up to determine that the braking mode corresponding to the braking force that has to be exerted on the rack railway is the band braking, and to determine that a braking parameter corresponding to the band braking must have a second portion of the braking force if the rail slope is greater than the second preset gradient and the driving speed is less than or equal to the third preset speed. The second part is the same
100%.
With the method and the device for controlling the braking of a rack railway, a current operating parameter of the rack railway is detected. The operating parameter has at least one rail gradient. In response to a braking command of the rack railway, a braking mode corresponding to the braking force which must be exerted on the rack railway and a braking parameter corresponding to this braking mode are determined based on the operating parameter. The braking mode has at least one of the braking operations from the group comprising adhesive braking and band braking. The braking parameter has at least one of the elements from the group comprising a service brake stage, a braking deceleration and a braking vehicle. Based on the determined braking mode and the determined braking parameter, at least some of the braking vehicles of the rack railway are controlled in such a way that each of them applies a braking force in order to stop the rack railway. The braking devices of the rack railway have an adhesive braking device and a band braking device. Thus, a cogwheel train traveling on a rail with a steep gradient can be braked based on a suitable braking strategy, and can stop based on a suitable stopping strategy, so that an effect of the braking on the cogwheel train can be reduced, whereby the cogwheel train from an excessive
Load due to the effect of braking can be protected.
The above description is only an overview of the technical solutions of the present disclosure. Embodiments of the present disclosure are described below in order to have a clear understanding of the technical solutions of the
ensure the present disclosure so that the technical solutions based on
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of this specification and also to provide a clear and simple understanding of the above and other objects, features and advantages of the
present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
In order to more clearly show the technical solutions in accordance with embodiments of the present disclosure or the conventional technology, the drawings to be used in embodiments of the present disclosure or the conventional technology are briefly described below. As can be seen, the drawings in the following descriptions depict only some embodiments of the present disclosure, and those skilled in the art can based on the provided
Drawings create further drawings without any creative effort.
Figure 1 is a flow chart showing a method for controlling braking
Figure 13 shows a rack and pinion train in accordance with an embodiment of the present disclosure;
Figure 2 is a flow diagram illustrating a method for controlling braking of a rack and pinion train in accordance with another embodiment of the present invention
Revelation shows;
Figure 3 is a flow chart illustrating a method of controlling braking of a rack and pinion train in accordance with yet another embodiment of the present invention
Revelation shows;
Figure 4 is a schematic structural diagram of an apparatus for controlling braking of a rack railway according to an embodiment of the present invention
Epiphany;
FIG. 5 is a schematic structural diagram of an apparatus for controlling braking of a rack railway in accordance with another embodiment of FIG
present disclosure; and
FIG. 6 is a schematic structural diagram of an apparatus for controlling braking of a rack railway according to still another embodiment of FIG
present disclosure.
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DETAILED DESCRIPTION
Illustrative embodiments of the present disclosure are described in detail below with reference to the drawings. While the illustrative embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be practiced in a variety of forms in lieu of being limited to the embodiments described herein. The embodiments are designed so that the present disclosure can be more fully understood and the scope of the present disclosure
The full content can be transmitted to professionals.
As shown in Figure 1, a method for controlling the braking of a rack railway is provided in accordance with one embodiment. The procedure includes the
following steps S10 to S30.
In step S10, a current operating parameter of the rack railway is recorded. Of the
Operating parameter has at least one rail gradient.
It should be noted that the present disclosure is directed to brake control of the
Rack railway is applicable.
It should also be noted that in a continuous bogie control brake control system of the rack railway, each of the vehicles is equipped with a bogie, and the bogie is equipped with an electronic brake control unit and a braking device. The brake controller can transmit a brake signal to the electronic brake control unit so that the electronic brake control unit can operate a brake device (an adhesive brake device or a band brake device) of the
relevant vehicle controls such that it applies a braking force.
In particular, in accordance with the present disclosure, a pressure-sensitive element can be provided within a rail slope detection system, which functions like a spirit level, in order to detect a rail slope of a route on which the rack railway is currently traveling. The rail slope shows a type of slope of the rails (including uphill rails, downhill rails
and level rails) and a slope value of the rails.
The rail slope detection device outputs a current, which is with the
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Changed the slope of the tracks on which the rack railway travels. Further, when the rack railway travels on an uphill route, the rail gradient detection device outputs a current having a direction which is different from a direction of a current which the rail gradient detection device outputs when the rack railway is on a
goes downhill, makes a difference.
In accordance with the present disclosure, the grade type and grade value of the route on which the rack railway is currently traveling, in particular based on a value and a direction of the current flowing from the
Rail slope detection device is output, can be determined.
In step S20, a braking mode of the braking force which must be exerted on the rack railway and a braking parameter corresponding to this braking mode are determined based on the operating parameter in response to a braking command of the rack railway. The braking mode has at least one of the braking operations from the group comprising adhesive braking and band braking. The braking parameter has at least one of the elements from the group comprising a service brake stage, a braking delay and a
braking vehicle.
It should be noted that each of the vehicles is equipped with an adhesive brake device or a band brake device. The adhesive brake device is used for output
an adhesive braking force, and the band braking device is used to output a band braking force.
In particular, each of the two vehicles can work at the two respective ends of some rack and pinion railways as a locomotive vehicle to provide a tractive force. For example, a vehicle at one end of a cogwheel train serves as a locomotive vehicle when the cogwheel train is traveling in one direction, and a vehicle at the other end of the cogwheel train serves as the locomotive vehicle when the train is traveling in another direction. In order to ensure that a braking delay of the rack railway with the vehicle at one end as a locomotive vehicle is equal to a braking delay of the rack railway with the vehicle at the other end as a locomotive vehicle, vehicles that are equipped with adhesive braking devices are symmetrically distributed on the rack railway, and vehicles that are equipped with band brake devices, are also symmetrically distributed on the rack railway. Suppose there are eight vehicles in a rack railway. Eight vehicles are numbered from end to end as vehicles 1 through 8.
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The vehicles 1 and 8 are equipped with the band brake device, respectively, and others
Vehicles other than vehicles 1 and 8 are each equipped with an adhesive brake device.
Types of braking for the rack railway are, for example, emergency braking and service braking. When the rack railway performs the service braking, the braking device applies a service braking force. The service brake level corresponds to one
Braking degree of the service braking force.
The braking deceleration is a period of time from a point in time at which the braking device receives a braking command to a point in time at which the
Braking device begins to apply the braking force.
The braking vehicle is a vehicle that the braking device that the
Applying braking force corresponds to.
In accordance with the present disclosure, transmits a brake signal which is transmitted to a brake device, in particular a digital identification number of the braking vehicle, so that a brake device when receiving a transmitted brake signal determines whether it has to apply a braking force by determining whether a digital identification number of a vehicle which corresponds to the braking device
the digital identification number for the braking vehicle in the brake signal is identical.
It should be noted that, in accordance with the present disclosure, a digital identification number of the braking vehicle is transmitted in a brake signal in order to control the braking devices of part or all of the vehicles in the cog railway in such a way that they apply a braking force. In addition, any braking device based on the service braking level in the braking parameter can be controlled in such a way that it applies some or all of the braking force. The braking device applies a portion of the braking force based on a service braking level of less than 100%, and the braking device applies based on a
Service brake level of 100% applies the entire braking force.
It should be noted that if the cogwheel train is to stop while driving without emergency braking, a stable and effective braking force must first be applied to the cogwheel train, so that the journey of the cogwheel train without excessive
Effect of braking gradually slowed down.
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In accordance with the present disclosure, upon receipt of the braking command by the rack railway, a braking strategy for the rack railway is determined based on the rail gradient of the route on which the rack railway is currently traveling. The braking strategy has a braking mode (for example adhesive braking or band braking) that the rack railway currently requires, as well as a braking parameter corresponding to this
Brake mode on.
It should be noted that the rack railway is exposed to resistance when driving uphill due to gravity. Therefore, the rack railway usually requires a relatively small braking force for braking while traveling on an uphill one
Route.
In accordance with the present disclosure, in particular at least one of the devices from the group comprising the adhesive brake device and the band brake device in the cogwheel train can be controlled in such a way that it applies a relatively low braking force in order to meet the requirements of a relatively low braking force through the cogwheel train fulfill. For example, each of the adhesive braking devices is controlled in accordance with the present disclosure in such a way that it applies only part or all of the braking force (the braking effect of the adhesive braking force being rather low compared to the band braking force). As an alternative to this, the braking devices in the rack railway are each controlled in such a way that they only apply part of the braking force. Alternatively, some of the adhesive braking devices and some of the
Band brake devices each controlled in such a way that they apply the braking force.
It should also be noted that the rack railway is driven by gravity when driving downhill. Therefore, the rack railway usually requires a relatively large braking force for braking while traveling on a downhill
Route.
In accordance with the present disclosure, at least one of the devices from the group comprising the adhesive brake device and the band brake device in the cogwheel train can be controlled in such a way that it applies a relatively large braking force in order to meet the requirements of a relatively large braking force through the cogwheel train . In accordance with the present disclosure, for example, a band brake device at the rear end of the rack and pinion train is controlled to have its
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applies total braking force (this is based on the fact that the application of braking force by a band brake device at the front end of the cogwheel train can cause a strong effect of the braking on the cogwheel train, which is why the band brake device at the rear end of the cogwheel train is first controlled in such a way that it applies braking force to reduce the impact of braking on the cog railway). As an alternative to this, the band brake devices in the rack-and-pinion train are each controlled in such a way that they only apply part of the braking force. Alternatively, some of the adhesive braking devices and some of the band braking devices are each controlled such that
they apply the braking force.
In the braking strategy, the braking parameter for controlling at least one of the devices from the group comprising the adhesive braking device and the band braking device in such a way that it exerts a relatively small or a relatively large braking force on the cogwheel train can be determined by a technician, wherein herein
there is no restriction in this regard.
It should also be noted that, in accordance with the present disclosure, a braking force with a relatively strong braking effect is exerted on the cogwheel train when a traveling speed of the cogwheel train slows down to 0 or approximately to 0 without the excessive effect of the braking, so that the Cog railway stops without closing
slide.
In particular, when the travel speed of the rack railway slows down to a value which allows a stop of the rack railway (that is, the travel speed is equal to or approximately equal to 0), it can be determined in accordance with the present disclosure that the rack railway must stop if a brake command is issued by the
Rack railway is received.
In accordance with an embodiment of the present disclosure, the braking devices in the rack and pinion train are each controlled in such a way that they have their entire
Apply braking force to stop the cogwheel train.
In accordance with an embodiment of the present disclosure, a stopping strategy for stopping the rack railway is determined based on the rail gradient of the route on which the rack railway recently traveled and the braking strategy applied during braking. The stopping strategy has a braking mode (for
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Example adhesive braking or band braking) for the rack railway, as well as one
Braking parameters according to this braking mode.
In the stopping strategy in accordance with the present disclosure, the braking force can be increased in accordance with the braking mode for braking the rack railway. In particular, the stopping strategy includes increasing the number of braking devices (which is not limited herein) that are used in the braking strategy. For example, in the braking strategy, three adhesive brake devices each apply 45% of the service brake level of the braking force. Thus, in the stopping strategy, in addition to the three adhesive brake devices in the braking strategy, two adhesive brake devices each apply 45% of the service brake level of the braking force. Alternatively, the stopping strategy includes increasing the braking force applied by the braking devices in the braking strategy, i.e. increasing the service braking level of the braking force currently being applied by the braking devices (a step-by-step increase in the service braking level is not limited here) . For example, in the braking strategy, three band brake devices each apply 45% of the service brake level of the braking force. In the stopping strategy, the three band brake devices each bring 100% of the
Service brake level of the braking force.
Alternatively, in the stopping strategy in accordance with the present disclosure, a further braking mode is added in addition to the braking mode in the braking strategy. For example, the braking mode has adhesive braking in the braking strategy. The braking mode thus has both adhesive braking and band braking in the stopping strategy. If another braking mode is added, the setting is one
Braking parameter corresponding to the added braking mode is not limited herein.
After the braking strategy or the stopping strategy has been determined, the brake signal transmitted to the electronic brake control unit transmits information regarding the braking mode and a braking parameter corresponding to this braking mode. In accordance with the present disclosure, a braking mode and a braking parameter corresponding to that braking mode can be represented by a key-value pair. For example, in a key-value pair {key: adhesive braking, value: (A, B [], C)}, A represents a service braking level of the braking force, which is generated by a braking device
braking vehicle is to be applied, B [] represents a serial number of the braking vehicle
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Vehicle, and C represents braking deceleration. For example, a value "Value: (100%, [1, 2, 3, 4], 0.5)" represents that the braking devices of vehicles 1, 2, 3 and 4 each 100% of the service brake level of the braking force with a delay of 0.5 seconds as
Apply a response to a brake command.
In step S30, at least a part of the braking devices of the rack railway is controlled based on the determined braking mode and the determined braking parameter in such a way that they apply a braking force to stop the rack railway. The braking devices of the rack railway have an adhesive braking device and a
Band brake device on.
In accordance with the present disclosure, immediately after a braking strategy or a stopping strategy for the rack railway has been determined, a braking signal is generated based on the braking mode and the braking parameter, which information regarding a braking mode and a braking parameter corresponding to the
has certain braking strategy or stopping strategy.
In accordance with the present disclosure, the brake signal is transmitted to the electronic brake control unit, so that the electronic brake control unit based on the information regarding braking mode and braking parameters, which the braking signal has, and the operating parameters (such as weight, travel speed and the like) of the rack railway the braking force is calculated and a
controls the corresponding braking device in such a way that it applies the calculated braking force.
It should be noted that, in accordance with the present disclosure, a brake signal based on the determined braking strategy is transmitted to the electronic brake control unit to control the rack and pinion train to gradually slow down its travel without undue effect of the braking. If the traveling speed of the rack railway slows down to 0 or approximately 0 without excessive braking effect, a braking signal based on the determined stopping strategy is transmitted to the electronic brake control unit in order to keep the rack railway safely and smoothly
to stop.
In the method for controlling the braking of a rack railway in accordance with the present embodiment, a current operating parameter of the rack railway is detected. The operating parameter has at least one rail gradient. Upon receipt of a
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A braking command of the rack railway, a braking mode corresponding to the braking force which must be exerted on the rack railway, and a braking parameter corresponding to this braking mode are determined based on the operating parameters. The braking mode has at least either adhesive braking or band braking. The braking parameter has at least one of the elements from the group comprising a braking force, a braking deceleration and a braking vehicle. Based on the determined braking mode and the braking parameter, at least some of the braking vehicles of the rack railway are controlled in such a way that they apply the braking force to stop the rack railway. The braking devices of the rack railway have an adhesive braking device and a band braking device. Thus, a cogwheel train traveling on a route with a steep gradient can be braked based on a suitable braking strategy and can stop based on a suitable stopping strategy, so that an effect of the braking on the cogwheel train can be reduced, whereby the cogwheel train before a
excessive load due to the effect of braking is protected.
Based on the method shown in Figure 1, a method for controlling the braking of a rack railway is provided in accordance with a further embodiment of the present disclosure. In this method in accordance with the further embodiment, the operating parameter, as shown in FIG. 2, has a rail gradient and
a vehicle speed, and step S20 includes the following steps S21 and 822.
In step S21, for a case in which the rail gradient is greater than a first preset gradient and the traveling speed is higher than a first preset speed, it is determined that the braking mode corresponding to the braking force to be applied to the rack railway, the braking is and that one
Braking parameter is a first preset braking parameter corresponding to the adhesive braking.
It should be noted that the travel speed of the rack railway is the braking strategy for braking the rack railway and the stopping strategy for stopping the
Can affect the rack railway.
In accordance with the present disclosure, in particular, a grade type and a grade value of the route on which the rack railway is currently traveling can be detected based on a value and a direction of a current output from the rail grade detection device.
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In particular, the detected gradient value of the route can be positive or negative in accordance with the present disclosure. A positive grade indicates an uphill grade, and a negative grade indicates a downhill grade. Apart from that
of which a large absolute value of the slope value indicates a steep distance.
The first preset grade is positive, and is set by a technician based on current conditions, such as operating power of the rack railway or the
relevant operating regulations, although there are no restrictions here.
In accordance with the present disclosure, the first is preset
Speed set to 0 or approximately 0.
It should be noted that if the rail gradient is greater than the first preset gradient and the traveling speed of the rack railway is greater than the first preset speed, it is determined that the rack railway is traveling on an uphill route. If the rail gradient is greater than the first preset gradient and the traveling speed of the rack railway is higher than the first preset speed, it is determined in response to a braking command of the rack railway that the braking mode in the braking strategy must be adhesive braking (which is based on the fact, that the cogwheel train is exposed to resistance by gravity when driving uphill
and therefore requires relatively little braking force to brake).
The first preset braking parameter can be determined by a technician, there being no limitation in this regard. For example, it is determined that the service brake level in the first preset braking parameter is 45%, that all vehicles that are equipped with the adhesive braking device are braking vehicles,
and that the braking deceleration is a relatively short period of time.
In accordance with the present disclosure, a braking deceleration in the first preset braking parameter is set to 0 or approximately 0, so that an adhesive braking device applies the adhesive braking force immediately after receiving the braking command
brings up.
In step S22, for a case in which the rail gradient is greater than a first preset gradient and the traveling speed is smaller than or equal to the first
preset speed is determined that a braking mode according to the
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Braking force that is to be applied to the cogwheel train is the band braking, and that a braking parameter corresponding to the band braking is a second preset braking parameter. The second preset braking parameter is identical to the first preset
Braking parameter, or different from this.
In particular, in the case that the rail gradient is greater than the first preset gradient and the traveling speed of the rack railway is less than or equal to the first preset speed, and when a braking command of the rack railway
is received, it is determined that the rack railway should stop.
In one embodiment, it is determined that a braking mode in the stopping strategy must be band braking. The second preset braking parameter can be determined by a technician, there being no limitation in this regard. For example, it is determined that a service brake level in the second preset braking parameter is 100%, that all vehicles equipped with the band brake device are braking vehicles, and that the
Deceleration is equal to 0.
In one embodiment, the stopping strategy in accordance with the present disclosure further comprises the adhesive braking and the first preset braking parameter in the braking strategy. This means that in addition to the braking strategy, the band braking is also adjusted to the second preset braking parameter
Exercised rack railway.
The first preset braking parameter can be identical to the second preset braking parameter. For example, both in the first preset braking parameter and in the second preset braking parameter, the service brake level is set to 100%, all vehicles that are equipped with a braking device that correspond to a braking mode corresponding to the braking parameter are determined to be braking vehicles, and the braking deceleration is set to 0 set. Alternatively, the first preset braking parameter and the second preset
Differentiate braking parameters from one another.
In one embodiment, the operating parameter has a rail gradient and a travel speed. Step S20 may further include: if the rail gradient is greater than the first preset gradient, and the travel speed between a second one
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preset speed and the first preset speed, determining that a braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and determining that the braking parameter corresponding to the band braking is at least either a first portion of the braking force or a must have the first group of braking vehicles. The first proportion is less than 100%, the first group of braking vehicles consists of a part of the vehicles each equipped with the band brake device, and the first preset speed is lower than the second preset speed. Step S20 may further include: in a case where the rail gradient is greater than the first preset gradient and the traveling speed is less than or equal to the first preset speed, determining that a braking mode corresponding to the braking force applied to the rack railway must, is the band braking, and determining that the braking parameter corresponding to the band braking must have at least either a second portion of the braking force or a second group of braking vehicles. The second proportion is equal to 100%, and the second group of braking vehicles includes all vehicles that are equipped with the band brake device
are.
The first portion and the second portion are each a percentage of the
Service brake level.
The first preset speed can be set to zero or approximately zero. In consideration of a period of time for generating the braking command, a period of time for transmitting the braking command and a period of time for responding to the braking command, the second preset speed may be set to a relatively low speed, for example 3 kilometers per hour. Thus, the generation of the braking command begins when the rack railway travels at the second preset speed. During a period of time from a point in time at which the generation of the braking command begins to a point in time at which a braking device reacts to the braking command, the traveling speed of the rack railway slows down to approximately 0 due to the uphill route. In this case, it becomes relative small braking force exerted on the cogwheel train so as to prevent the cogwheel train from excessive during deceleration
Suspend the effects of braking.
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In accordance with the present disclosure, the service brake level and the braking vehicle are set in the braking parameter in such a way that part of the band braking force is exerted on the cogwheel train, so that the braking force exerted on the cogwheel train
is relatively low.
The part of the band braking force is applied to the rack railway as follows. All of the band brake devices are controlled in such a way that they apply part of the braking force, for example 45% of the service braking level of the braking force. Alternatively, some of the band brake devices are controlled in such a way that they each apply 100% of the service brake level of the braking force. Alternatively, some of the band brake devices are controlled in such a way that they each have a part of the braking force, such as for
Example apply 45% of the service brake level of the braking force.
If the rail gradient is greater than the first preset gradient, and the traveling speed of the rack railway is less than or equal to the first preset speed, and if a braking command of the rack railway is received, will
determines that the rack railway should stop.
A stopping strategy is based on the by the rack railway during a
Braking applied braking strategy determined.
If one type of application of the band braking force to the cogwheel train in the braking strategy includes that all band brake devices are controlled in such a way that they each apply part of the braking force, the stopping strategy which is to be applied to the cogwheel train includes controlling all the band brake devices so,
that they each apply 100% of the braking force.
If the application of the band braking force to the cogwheel train in the braking strategy includes that part of the band brake devices are controlled in such a way that they each apply 100% of the service brake level of the braking force, the stopping strategy that is to be applied to the cogwheel train includes the Control all band brake devices in such a way that they each 100% of the service brake level of the braking force
raise.
If the application of the band braking force to the rack train in the
Braking strategy includes that some of the band brake devices are controlled in such a way that
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that they each apply part of the braking force, for example 45% of the service brake level of the braking force, the stopping strategy that is to be applied to the rack railway includes controlling the part of the band brake devices in such a way that they each apply 100% of the service braking level of the braking force, or controlling all band brake devices in such a way that they each apply 100% of the service brake level of the braking force, or controlling all band brake devices in such a way that each
of these, 45% of the service brake level applies the braking force.
In the method for controlling braking of a rack railway according to the present embodiment, an appropriate braking strategy and an appropriate stopping strategy for the rack railway are determined when it is on an uphill slope
leading route so that the cogwheel train comes to a safe and gentle stop.
Based on the method shown in FIG. 1, in accordance with one embodiment of the present disclosure, a method for controlling the braking of a rack railway is also provided. In this method, as shown in FIG. 3, the operating parameter has a rail gradient and a travel speed, and the step
S $ 20 comprises the following steps S23 and 824.
In step S23, for a case in which the rail gradient is smaller than a second preset gradient and the traveling speed is between a third preset speed and the first preset speed, it is determined that a braking mode corresponding to the braking force applied to the To be applied rack railway, the band braking is, and that a braking parameter corresponding to the band braking has a third portion of the braking force. The third fraction is less than 100%, and the first preset speed is lower than the third preset
Speed. The third portion is a percentage of the service brake level.
In accordance with the present disclosure, the second preset grade is negative, and is determined by a technician based on current conditions, such as operating performance of the rack railway or relevant operating regulations,
there are no restrictions on this.
In a case where the rail slope is smaller than the second
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preset gradient (which is negative), it is determined that the rack railway is currently traveling on a downhill route. When going downhill, the cogwheel train is driven by gravity. Therefore, the rack railway usually requires a relatively large braking force for braking while traveling on one
downhill route.
The first preset speed can be set to zero or approximately zero. The third preset speed may be set to a relatively low speed, for example 6 kilometers per hour (the third preset speed being higher than the second preset speed). When the cog railway travels at a speed of not less than 6 kilometers per hour, the braking force applied to the cog railway does not decrease. When the cogwheel train travels at a speed of less than 6 kilometers per hour, the braking force exerted on the cogwheel train is reduced. In this case, a relatively large braking force must be exerted in a further form on the gear train in order to effectively slow down the gear train. For example, some or all of the band brake devices are controlled such that each of them applies a band braking force to a service braking level which is less than 100%, such as 60% of the service braking level of the braking force, so that a relatively large braking force is applied to the rack railway
is exercised.
The second fraction can be determined based on the operating parameters (such as the travel speed and a weight) of the rack-and-pinion train in order to minimize the effect of braking to which the rack-and-pinion train is subjected, wherein
this is not limited herein.
In step S24, for a case in which the rail gradient is greater than the second preset gradient and the traveling speed is less than or equal to the third preset speed, it is determined that a braking mode corresponding to the braking force to be applied to the rack railway , the band braking, and that a braking parameter corresponding to the band braking is a second component of the braking force
has to show. The second part is equal to 100%.
In particular if the rail gradient is greater than the second preset
Slope, and the speed of the cog railway less than or equal to the third
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preset speed is, and when a brake command of the rack railway is received
, it is determined that the rack railway should stop.
It should be noted that in order to stop the cogwheel train on a downhill route without slipping, the stopping strategy on the cogwheel train
the braking force to be applied is relatively strong.
In one embodiment, all of the band brake devices are controlled in the stopping strategy such that they apply 100% of the service brake level of the braking force, or the part of the band brake devices which apply braking force in the braking strategy is controlled in such a way that they apply 100% of the
Apply the service brake level of the braking force.
In one embodiment, the operating parameter has a rail gradient and a travel speed. Step S20 may further include: if the rail gradient is less than the second preset gradient, determining that the braking mode corresponding to the braking force that must be exerted on the rack railway is the band braking, and determining that a braking parameter corresponding to the band braking is a third group of braking vehicles, a first braking deceleration, a fourth group of braking vehicles and a second braking deceleration must have. The first braking deceleration corresponds to the third group of braking vehicles and is equal to 0, and the second braking deceleration corresponds to the fourth group of braking vehicles and is greater than 0. The third group of braking vehicles is closer to the rear end of the cog railway than the fourth group of braking vehicles arranged. Both the third group of braking vehicles and the fourth group of braking vehicles include vehicles which are each equipped with the band brake device. All vehicles in both the third group of braking vehicles and in the fourth group of braking vehicles comprise some or all of the vehicles in the rack railway, which are each equipped with the band brake device. The number of vehicles that the third group of braking vehicles has and the number of vehicles that have the
fourth group braking vehicles are not limited herein.
In a case where the rail slope is smaller than the second preset slope (which is negative), it is determined that the rack railway is currently traveling on a downhill route. Upon receipt of the brake command, if the
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Rack railway is currently running on a downhill track, it is determined that the
Braking mode is the band braking.
In accordance with the present disclosure, a band brake device at the rear end of the rack railway is first controlled so that it applies part or all of its band braking force (based on the fact that the application of braking force by a band brake device at the front end the rack train causes a strong effect of the braking on the rack train, which is why the band brake device at the rear end of the rack train is first controlled in such a way that it applies the braking force in order to reduce the effect of the braking on the rack train). Band braking devices other than the band braking devices at the rear end of the cogwheel train or all of the band braking devices are controlled in such a way that they apply part or all of the band braking force immediately after waiting for the
Apply braking deceleration.
In accordance with the present disclosure, the braking parameter has two pairs corresponding to the band braking, each of which has a group of braking vehicles and a braking deceleration. One of the two pairs has the third group of braking vehicles and the first braking deceleration, and the other of the two pairs has the fourth group of braking vehicles and the second braking deceleration. A brake signal having the two pairs is transmitted to each of the band brake devices such that a band brake device in the third group of braking vehicles applies part or all of the braking force immediately after the first braking delay from receiving the brake signal, and that a band brake device in the fourth group braking vehicles a part or the entire braking force immediately after
applies the second braking delay from receiving the braking signal.
The third group of braking vehicles has a vehicle at the rear end of the rack railway, which is equipped with the band brake device. The fourth group of braking vehicles has a vehicle at the front end of the rack railway, which is equipped with the band brake device. A first example is described below in order to ensure a better understanding of a case in which the fourth group of braking vehicles responds later to the braking signal than the third group of braking vehicles
Vehicles.
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Since a rack railway has six vehicles in the first example, vehicles (such as vehicle 1 and vehicle 6) at the front and rear ends of the rack railway are each equipped with the band brake device, and other vehicles are each equipped with an adhesive braking device. In order to brake the cogwheel train while driving on a downhill route, the brake parameter has: a pair comprising the vehicle 6 (at the rear end of the cogwheel train) and a braking delay of 0 seconds (that is, the first braking delay), and a pair the vehicle 1 (at the front end of the rack railway) and a braking delay of 3 seconds (that meant the second braking delay). A brake signal, which transmits the braking parameter, is transmitted to each of the band brake devices, so that the band brake device of the vehicle at the rear end of the cogwheel train applies the entire braking force immediately after receiving the brake signal, and the band brake device of the vehicle at the front end of the cogwheel train applies the entire braking force immediately after a delay of 3 seconds from receiving the
Brake signal applies.
In accordance with the present disclosure, the second braking deceleration is determined based on parameters such as a traveling speed of the rack railway while traveling on a downhill route and a length of the rack railway. For example, the second delay time is calculated by dividing the length of the cogwheel train by a traveling speed of the cogwheel train when the braking force begins to be applied to the third group of braking vehicles of the cogwheel train.
In the method for controlling braking of a rack railway according to the embodiment, an appropriate braking strategy and an appropriate stopping strategy for the rack railway are determined when it is on a downhill route
so that the cogwheel train comes to a safe and gentle stop.
According to the method shown in FIG. 1, in accordance with one embodiment, a device for controlling the braking of a rack railway is provided. As shown in Figure 4, the device has a first detection unit 10,
a first determination unit 20 and a first control unit 30.
The first acquisition unit 10 is set up to record a current
Record operating parameters of the rack railway. The operating parameter has at least one
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Rail slope on.
It should be noted that the present disclosure is directed to brake control of the
Rack railway is applicable.
In particular, in accordance with the present disclosure, a pressure sensitive element may be provided within a rail slope detection system that functions like a spirit level to detect a rail slope of a route on which the rack railway is currently traveling. The rail slope has a
The type of slope of the route and a slope value of the route.
The rail gradient detection device outputs a current which changes with the rail gradient of the rails on which the rack railway is traveling. Further, when the rack railway travels on an uphill route, the rail gradient detection device outputs a current having a direction which is different from a direction of a current which the rail gradient detection device outputs when the rack railway is on a
goes downhill, makes a difference.
In accordance with the present disclosure, the grade type and grade value of the route on which the rack railway is currently traveling, in particular based on a value and a direction of the current flowing from the
Rail slope detection device is output, can be determined.
The first determination unit 20 is set up to determine, in response to a braking command of the cogwheel train and based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the cogwheel train and a braking parameter corresponding to this braking mode. The braking mode has at least one braking from the group comprising adhesive braking and band braking. The braking parameter has at least one of the elements from the group
comprising a service brake stage, a brake deceleration and a braking vehicle.
It should be noted that, in accordance with the present disclosure, a digital identification number of the braking vehicle is transmitted in a brake signal in order to control the braking devices of some or all of the vehicles in the rack railway in such a way that they apply a braking force. In addition, anyone can
any braking device based on the service brake level in the braking parameter such
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can be controlled so that it applies part or all of the braking force. The braking device applies a portion of the braking force based on a service braking level of less than 100%, and the braking device applies based on a
Service brake level of 100% applies the entire braking force.
It should be noted that, if the rack railway is to stop while driving without emergency braking, a stable and effective braking force must first be applied to the rack railway, so that the ride of the rack railway can be carried out without excessive
Effect of braking gradually slowed down.
In accordance with the present disclosure, upon receipt of the braking command by the cogwheel train, a braking strategy for the cogwheel train is determined based on the rail gradient of the rail on which the cogwheel bath is currently traveling. The braking strategy has a braking mode, which the rack railway currently needs, as well as
a braking parameter corresponding to this braking mode.
It should be noted that the cogwheel train is exposed to a drag when going uphill due to the force of gravity. Therefore, the rack railway usually requires a relatively small braking force for braking while traveling on an uphill one
Route.
In accordance with the present disclosure, in particular at least one of the devices from the group comprising the adhesive brake device and the band brake device in the cogwheel train can be controlled in such a way that it applies a relatively low braking force to meet the requirements of a relatively low braking force for the
Meet rack railway.
It should also be pointed out that the rack and pinion train is driven due to gravity when driving downhill. Therefore, the rack railway usually requires a relatively large braking force for braking while traveling on a downhill
Route.
In accordance with the present disclosure, in particular at least one of the devices from the group comprising the adhesive brake device and the band brake device in the gear train can be controlled in such a way that it has a relatively large
Braking force applies to the requirements of a relatively large braking force for the
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Meet rack railway.
In the braking strategy, the braking parameter for controlling at least one of the devices from the group comprising the adhesive braking device and the band braking device for applying a relatively small or large braking force to the cogwheel train can be determined by a technician, with none in this regard
There is a restriction.
It should also be noted that, in accordance with the present disclosure, a braking force with a relatively strong braking effect is exerted on the cogwheel train when a traveling speed of the cogwheel train slows down to 0 or approximately to 0 without the excessive effect of the braking, so that the Cog railway stops without closing
slide.
In particular, if the traveling speed of the rack railway slows down to a level that allows the rack railway to stop, it can be determined in accordance with the present disclosure that the rack railway needs to stop if a
Brake command of the rack railway is received.
In accordance with an embodiment of the present disclosure, the braking devices in the rack and pinion train are each controlled in such a way that they have their entire
Apply braking force to stop the cogwheel train.
In accordance with an embodiment of the present disclosure, a stopping strategy for stopping the rack railway is determined based on the rail grade of the route the rack railway recently traveled and the braking strategy applied during braking. The stopping strategy has a braking mode for the
Rack railway and a braking parameter corresponding to this braking mode.
In the stopping strategy in accordance with the present disclosure, the braking force can be increased in accordance with the braking mode for braking the rack railway. In particular, the stopping strategy comprises increasing the number of braking vehicles that is used in the braking strategy, or increasing the braking force that is applied by the braking devices in the braking strategy, that is to say increasing the
Service braking level of the braking force which the braking devices are currently outputting.
Alternatively, the stopping strategy consistent with the present
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Disclosure of a further braking mode in addition to the braking mode in the braking strategy
added.
After the braking strategy or the stopping strategy has been determined, the brake signal transmitted to the electronic brake control unit transmits information regarding the braking mode and a braking parameter corresponding to this braking mode. In accordance with the present disclosure, a braking mode and a braking parameter
are represented by a key-value pair in accordance with this braking mode.
The first control unit 30 is set up, based on the specific braking mode and the specific braking parameter, to control at least part of the braking vehicles of the rack-and-pinion railway in such a way that they each output the braking force in order to stop the rack-and-pinion railway. The braking devices of the rack railway have a
Adhesive braking device and a band braking device.
In accordance with the present disclosure, immediately after a braking strategy or a stopping strategy for the rack railway has been determined, a braking signal is generated based on the braking mode and the braking parameter, which information regarding a braking mode and a braking parameter corresponding to the
has certain braking strategy or stopping strategy.
It should be noted that, in accordance with the present disclosure, a braking signal based on the determined braking strategy is transmitted to the electronic brake control unit to control the rack and pinion train to gradually slow down its travel without the excessive effect of the braking. If the traveling speed of the rack railway slows down to 0 or approximately 0 without excessive braking effect, a braking signal based on the determined stopping strategy is transmitted to the electronic brake control unit in order to keep the rack railway safely and smoothly
to stop.
With the device for controlling braking of a rack railway in accordance with the embodiment, a rack railway traveling on a route with a steep gradient can be braked based on an appropriate braking strategy, and can stop based on an appropriate stopping strategy so that a The effect of the braking on the rack train can be reduced, whereby the rack train can be protected from an excessive load due to the effect of the braking.
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Based on the device shown in FIG. 4, a device for controlling the braking of a rack and pinion train in accordance with a further embodiment is also provided, as shown in FIG. In the device, the operating parameter has a rail gradient and a travel speed. The determination unit 20 has a
second determination unit 21 and a third determination unit 22.
The second determination unit 21 is set up to determine that a braking mode corresponding to the braking force that must be exerted on the rack and pinion train is the adhesive braking, and to determine that a braking parameter corresponding to the adhesive braking is a first preset braking parameter, if that Rail gradient is greater than a first preset gradient, and the travel speed is greater than a first
preset speed.
It should be noted that the travel speed of the rack railway is the braking strategy for braking the rack railway and the stopping strategy for stopping the
Can affect the rack railway.
In accordance with the present disclosure, in particular, a grade type and a grade value of the route on which the rack railway is currently traveling can be determined based on a value and a direction of a current flowing from the
Rail slope detection device is output, are detected.
In particular, in accordance with the present disclosure, the detected slope value of the rail is positive or negative. A positive slope value indicates a type of slope of a route leading uphill, and a negative slope value indicates a type of slope of a route leading downhill. Apart from that, there is a large absolute value of the slope value
a steep stretch.
The first preset grade is positive, and is set by a technician based on current conditions, such as operating performance of the rack railway or the
relevant operating regulations, although there are no restrictions here.
It should be noted that if the rail gradient is greater than the first preset gradient and the traveling speed of the rack railway is larger than the first preset speed, it is determined that the rack railway is on an uphill
leading route. If the rail slope is greater than the first preset
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Downhill, and the traveling speed of the rack railway is greater than the first preset speed, it is determined in response to a braking command of the rack railway that
the braking mode in the braking strategy is adhesive braking.
In accordance with the present disclosure, a braking deceleration in the first preset braking parameter is set to 0 or approximately 0 so that an adhesive braking device applies the adhesive braking force immediately after receiving the braking command
brings up.
The third determination unit 22 is set up to determine that a braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking is a second preset braking parameter, if that Rail slope is greater than the first preset slope, and the travel speed is less than or equal to the first preset speed. The second preset braking parameter is
identical to or different from the first preset braking parameter.
In particular, in the event that the rail gradient is greater than the first preset gradient and the traveling speed of the rack railway is less than or equal to the first preset speed, and when a braking command of the rack railway
is received, it is determined that the rack railway should stop.
In one embodiment, it is determined that a braking mode in the
Stopping strategy is the band braking.
In one embodiment, the stopping strategy in accordance with the present disclosure further comprises the adhesive braking and the first preset
Braking parameters in the braking strategy.
The first preset braking parameter can be identical to the second preset braking parameter. For example, both the first preset braking parameter and the second preset braking parameter specify that all vehicles that are equipped with a braking device that correspond to a braking mode corresponding to the braking parameter are braking vehicles, and the braking deceleration is set to 0. Alternatively, the first one can be preset
Brake parameters and the second preset brake parameters differ from one another.
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In one embodiment, the operating parameter has a rail gradient and a travel speed. The first determination unit 20 also has a fourth
Determination unit and a fifth determination unit.
The fourth determination unit is set up to determine that a braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that the braking parameter corresponding to the band braking is at least one of a first portion of the braking force and / or must have a first group of braking vehicles if the rail gradient is greater than a first preset gradient and the driving speed is between a second preset speed and the first preset speed. The first proportion is less than 100%. The first group of braking vehicles comprises a part of the vehicles which are each equipped with the band brake device. The first
preset speed is less than the second preset speed.
The fifth determination unit is set up to determine that a braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that the braking parameter corresponding to the band braking is at least one of a second portion of the braking force and / or must have a second group of braking vehicles if the rail gradient is greater than the first preset gradient and the driving speed is lower than or equal to the first preset speed. The second part is equal to 100%. The second group of braking vehicles includes all vehicles which are each with the
Band brake device are equipped.
The first portion and the second portion are each a percentage of the
Service brake level.
The first preset speed can be set to zero or approximately zero. In consideration of a period of time for generating the braking command, a period of time for transmitting the braking command, and a period of time for responding to the braking command, the second preset speed may be set to a relatively low speed
be.
In accordance with the present disclosure, the service braking level and the braking vehicle are set in the braking parameter such that a portion of the band braking force
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is exerted on the cogwheel train, so that the braking force exerted on the cogwheel train
is relatively low.
The part of the band braking force is applied to the rack train as follows. All of the band brake devices are controlled in such a way that they apply part of the braking force, for example 45% of the service braking level of the braking force. Alternatively, some of the band brake devices are controlled in such a way that they each apply 100% of the service brake level of the braking force. Alternatively, some of the band brake devices are controlled in such a way that they each have a part of the braking force, such as for
Example apply 45% of the service brake level of the braking force.
If the rail gradient is greater than the first preset gradient and the traveling speed of the rack railway is less than or equal to the first preset speed, and if a braking command of the rack railway is received, will
determines that the rack railway should stop.
A stopping strategy is based on the by the rack railway during a
Braking applied braking strategy determined.
With the device for controlling braking of a rack railway according to the embodiment, an appropriate braking strategy and an appropriate stopping strategy for a rack railway operating on an uphill route are determined
so that the cogwheel train comes to a safe and gentle stop.
Based on the device shown in FIG. 4, a device for controlling the braking of a toothed wheel train in accordance with a further embodiment is also provided, as shown in FIG. 6. In this device, the operating parameter has a rail gradient and a travel speed, and the first determination unit 20 has
furthermore a sixth determination unit 23 and a seventh determination unit 24.
The sixth determination unit 23 is set up to determine that a braking mode corresponding to the braking force which has to be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking have at least a third component of the braking force must, if the rail slope is less than a second preset slope, and the
Driving speed between a third preset speed and the first
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preset speed. The third fraction is less than 100% and the first preset speed is lower than the third preset speed. Of the
third part is a percentage of the service brake level.
In accordance with the present disclosure, the second is preset grade
negative.
In a case where the rail slope is smaller than the second preset slope (which is negative), it is determined that the rack railway is im
Moment on a downhill track.
The first preset speed can be set to zero or approximately zero. The third preset speed may be set to a relatively low speed, for example 6 kilometers per hour (with the third preset
Speed is higher than the second preset speed).
The second portion can be based on the operating parameter (such as the
Speed and a weight) of the rack railway can be determined.
The seventh determination unit 24 is set up to determine that a braking mode corresponding to the braking force that has to be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking must have a second component of the braking force if the rail gradient is greater than the second preset gradient and the travel speed is less or
is equal to the third preset speed. The second part is equal to 100%.
In particular, if the rail gradient is greater than the second preset gradient, and the traveling speed of the rack railway is less than or equal to the third preset speed, and if a braking command of the rack railway is received
, it is determined that the rack railway should stop.
It should be noted that in order to stop the cogwheel train on a downhill route without slipping, the stopping strategy on the cogwheel train
the braking force to be applied is relatively strong.
In one embodiment, all of the band brake devices are controlled in the stopping strategy such that they 100% of the service brake level of the
Apply braking force, or the part of the band brake devices, which in the
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Braking strategy each apply braking force is controlled in such a way that it 100% of the
Apply the service brake level of the braking force.
In one embodiment, the operating parameter has a rail gradient and a travel speed. If the rail gradient is less than the second preset gradient, the first determination unit 20 is further configured to determine that the braking mode is band braking in accordance with the braking force that must be exerted on the rack railway, and to determine that a braking parameter is accordingly band braking must have a third group of braking vehicles, a first braking delay, a fourth group of braking vehicles and a second braking delay. The first braking deceleration corresponds to the third group of braking vehicles and is equal to 0. The second braking deceleration corresponds to the fourth group of braking vehicles and is greater than 0. The third group of braking vehicles is located closer to the rear end of the rack railway with respect to the fourth group of braking vehicles . Both the third group of braking vehicles and the fourth group of braking vehicles include vehicles which are each equipped with the band brake device. All vehicles in both the third group of braking vehicles and in the fourth group of braking vehicles have some or all of the vehicles in the rack railway
which are each equipped with the band brake device.
All vehicles in both the third group of braking vehicles and in the fourth group of braking vehicles include some or all of the vehicles in the rack railway, which are each equipped with the band brake device. The number of vehicles including the third group of braking vehicles and the number of vehicles including the fourth group of braking vehicles are herein
not restricted.
In a case where the rail slope is smaller than the second preset slope (which is negative), it is determined that the rack railway is currently traveling on a downhill route. Upon receipt of the brake command when the rack railway is currently traveling on a downhill route, it is determined that the
Braking mode is the band braking.
In accordance with the present disclosure, a band brake device is provided on
rear end of the rack railway first controlled so that they are part or all of the
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Applying band braking force. Band brake devices other than the band brake devices at the rear end of the cogwheel train or all of the band brake devices are controlled in such a way that they apply part or all of the band brake force immediately after the
Wait for the braking delay to apply.
The third group of braking vehicles has a vehicle at the rear end of the rack railway, which is equipped with the band brake device. The fourth group of braking vehicles has a vehicle at the front end of the rack railway, which is equipped with the band brake device. The first example has been described above in order to provide a better understanding of a case in which the fourth group is braking
Vehicles react later to the braking signal than the third group of braking vehicles.
In accordance with the present disclosure, the second braking deceleration is determined based on parameters such as a traveling speed of the rack railway while traveling on a downhill route and a length of the rack railway. For example, the second delay time is calculated by dividing the length of the cogwheel train by a traveling speed of the cogwheel train when the braking force begins to be applied to the third group of braking vehicles of the cogwheel train.
With the apparatus for controlling braking of a rack railway according to the embodiment, an appropriate braking strategy and an appropriate stopping strategy for the rack railway are determined when it is on a downhill road
so that the cogwheel train comes to a safe and gentle stop.
It should also be noted that the terms “have”, “comprise” or any further variants thereof are to be regarded as non-exclusive. Thus, a process, method, article, or device that has multiple elements includes not only those elements, but also other, non-enumerated elements, or further includes those inherent to the process, method, article, or device Elements on. Unless expressly limited otherwise, a phrase "comprising a ..." does not exclude a case in which the process, the method, the product or the
Device has other identical elements.
Embodiments of the present disclosure have been described above, but are not intended to be limiting of the present disclosure. Various modifications and variations of the present disclosure can be made by those skilled in the art
-36
be made. Any modification, equivalent substitution, and improvement made within the spirit and principle of the present disclosure
is included within the scope of the claims of the present disclosure.
"37

权利要求:
Claims (10)
[1]
1. Method for controlling the braking of a rack railway; full:
Detecting a current operating parameter of the rack railway, wherein the
Operating parameters has at least one rail gradient;
Determining, in response to a braking command of the rack railway and based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the rack railway, and a braking parameter corresponding to this braking mode, the braking mode comprising at least one braking from the group comprising an adhesive braking and a Having band braking, and the braking parameter of at least one of the elements from the group comprising a service brake stage, a braking delay
and comprises a braking vehicle; and
Control, based on the specific braking mode and the specific braking parameter, at least some of the braking vehicles of the rack railway such that they each apply the braking force to stop the rack railway, the braking devices of the rack railway an adhesive brake device and a
Have band brake device.
[2]
2. The method according to claim 1, wherein the operating parameter comprises the rail gradient and a travel speed, wherein the determination of a braking mode in accordance with the braking force that must be exerted on the rack railway, and a braking parameter
according to this braking mode based on the operating parameter includes:
Determine that the braking mode corresponding to the braking force that must be exerted on the rack railway is the adhesive braking, and determining that a braking parameter corresponding to the adhesive braking is a first preset braking parameter if the rail gradient is greater than a first preset gradient, and the
Vehicle speed is greater than a first preset speed; and
Determining that the braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and determining that a braking parameter corresponding to the band braking is a second preset braking parameter
if the rail slope is greater than the first preset slope, and the
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Driving speed is less than or equal to the first preset speed, the second preset braking parameter being identical to the first preset
Brake parameter is, or differs from it.
[3]
3. The method according to claim 1, wherein the operating parameter comprises the rail gradient and a travel speed, wherein the determination of a braking mode corresponding to the braking force to be exerted on the rack railway and a braking parameter
according to the braking mode based on the operating parameter includes:
Determine that the braking mode corresponding to the braking force that has to be exerted on the rack-and-pinion railway is the band braking, and determining that a braking parameter corresponding to the band braking must have at least either a first portion of the braking force and / or a first group of braking vehicles, if that Rail gradient is greater than a first preset gradient and the travel speed is between a second preset speed and a first preset speed; wherein the first proportion is less than 100%, the first group of braking vehicles comprises a part of the vehicles each equipped with the band brake device, and the first preset speed is lower than the second
preset speed; and
Determine that the braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and determining that a braking parameter corresponding to the band braking must have at least either a second portion of the braking force and / or a second group of braking vehicles, if that Rail gradient greater is the first preset gradient and the travel speed is lower than or equal to the first preset speed; where the second proportion is equal to 100%, and the second group braking vehicles is all vehicles
has, which are each equipped with the band brake device.
[4]
4. The method according to claim 1, wherein the operating parameter comprises the rail gradient, wherein the determination, based on the operating parameter, a braking mode corresponding to the braking force which must be exerted on the rack railway, and one
Braking parameter corresponding to this braking mode includes:
Determine that the braking mode is band braking corresponding to the braking force that must be applied to the rack railway, and determining that one
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Braking parameters according to the band braking must have a third group of braking vehicles, a first braking deceleration, a fourth group of braking vehicles and a second braking deceleration if the rail gradient is smaller than a second
preset slope, where
the first braking deceleration of the third group of braking vehicles corresponds and
is equal to 0;
the second braking deceleration corresponds to the fourth group of braking vehicles and
is greater than 0;
the third group of braking vehicles in relation to the fourth group of braking vehicles
Vehicles is located closer to the rear end of the rack railway; and
Both the third group of braking vehicles and the fourth group of braking vehicles have vehicles which are each equipped with the band brake device
are.
[5]
5. The method according to claim 1, wherein the operating parameter comprises the rail gradient and a travel speed, wherein the determination of a braking mode in accordance with the braking force that must be exerted on the rack railway, and a braking parameter
according to this braking mode based on the operating parameter includes:
in a case where the rail gradient is less than a second preset gradient and the traveling speed is between a third preset speed and a first preset speed, determining that the braking mode is band braking in accordance with the braking force that must be applied to the rack railway and determining that a braking parameter corresponding to the band braking must have a third component of the braking force, wherein the third component is less than 100%, and the first preset speed is lower than the third preset
Speed; and
in a case where the rail gradient is greater than the second preset gradient and the traveling speed is less than or equal to the third preset speed, determining that the braking mode is band braking according to the braking force to be applied to the rack railway, and that a braking parameter corresponding to the band braking a second portion of the braking force
"40
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must have, the second proportion being equal to 100%.
[6]
6. Device for controlling the braking of a rack railway; having:
a first acquisition unit, which is set up to acquire a current operating parameter of the rack railway, wherein the operating parameter is at least one
Has rail slope;
a first determination unit, which is set up to determine, in response to a braking command of the rack railway and based on the operating parameter, a braking mode corresponding to the braking force that must be exerted on the rack railway, and a braking parameter corresponding to this braking mode, the braking mode at least one Braking from the group comprising an adhesive braking and a band braking, and the braking parameter of at least one of the elements from the group comprising a service brake stage, a braking deceleration and a braking
Vehicle has; and
a first control unit, which is set up to control at least some of the braking vehicles of the rack railway based on the specific braking mode and the specific braking parameter in such a way that they each apply the braking force to stop the rack railway, wherein the braking devices of the rack railway a
Have adhesive brake device and a band brake device.
[7]
7. Apparatus according to claim 6, wherein the operating parameter is the rail gradient and
having a driving speed, wherein the first determining unit comprises:
a second determination unit, which is set up to determine that the braking mode corresponding to the braking force that has to be exerted on the rack railway is the adhesive braking, and to determine that a braking parameter corresponding to the adhesive braking is a first preset braking parameter if the rail gradient is greater is as a first preset downhill gradient, and the vehicle speed is greater than a first one
preset speed; and
a third determination unit, which is set up to determine that the braking mode corresponding to the braking force that must be exerted on the rack railway is the band braking, and to determine that a braking parameter corresponding to the band braking is a second preset braking parameter if the rail slope
"41
>
>
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is greater than the first preset gradient, and the driving speed is less than or equal to the first preset speed, wherein the second preset braking parameter is identical to the first preset braking parameter, or is different from
this differs.
[8]
8. The device according to claim 6, wherein the operating parameter, the rail gradient and
having a driving speed, wherein the first determining unit comprises:
a fourth determination unit, which is set up to determine that the braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking is at least either a first portion of the braking force and / or a first group of braking vehicles must have, if the rail gradient is greater than a first preset gradient, and the driving speed is between a second preset speed and a first preset speed, the first proportion being less than 100%, the first group of braking vehicles one Part of the vehicles, which are each equipped with the band brake device, and the first preset speed is lower than the second preset
Speed; and
a fifth determining unit, which is configured to determine, in a case where the rail gradient is greater than the first preset gradient and the traveling speed is less than or equal to the first preset speed, that the braking mode is in accordance with the braking force applied to the Rack railway must be exercised, the band braking is, and to determine that a braking parameter corresponding to the band braking must have at least either a second portion of the braking force and / or a second group of braking vehicles, the second portion being 100%, and the second group braking vehicles has all vehicles,
which are equipped with the band brake device.
[9]
9. Apparatus according to claim 6, wherein the operating parameter is the rail gradient and
has a driving speed, wherein the first determination unit is set up for:
to determine that the braking mode corresponding to the braking force that must be exerted on the rack railway is band braking, and to determine that a braking parameter corresponding to band braking is a third group of braking vehicles,
"42 43/49
>
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a first braking deceleration, a fourth group braking vehicles and a second braking deceleration must have if the rail gradient is smaller than a second
preset slope, where
the first braking deceleration of the third group of braking vehicles corresponds and
is equal to 0;
the second braking deceleration corresponds to the fourth group of braking vehicles and
is greater than 0;
the third group of braking vehicles in relation to the fourth group of braking vehicles
Vehicles is located closer to the rear end of the rack railway; and
Both the third group of braking vehicles and the fourth group of braking vehicles have vehicles which are each equipped with the band brake device
are.
[10]
10. The device according to claim 6, wherein the operating parameter, the rail gradient and
having a driving speed, wherein the first determining unit comprises:
a sixth determination unit which is set up to determine that the braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking must have a third component of the braking force, if that Rail gradient is less than a second preset gradient and the travel speed is between a third preset speed and a first preset speed; the third proportion being less than 100%, and the first preset speed
is lower than the third preset speed; and
a seventh determination unit, which is set up to determine that a braking mode corresponding to the braking force that must be exerted on the cogwheel train is the band braking, and to determine that a braking parameter corresponding to the band braking must have a second portion of the braking force, if that The rail gradient is greater than the second preset gradient and the travel speed is less than or equal to the third preset speed; where the second part is 100%
is.
"43 44/49
>
>

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同族专利:

---

公开号 | 公开日

---

WO2021139409A1|2021-07-15|

---

CN111216700B|2021-03-26|

---

CN111216700A|2020-06-02|

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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CN202010017772.1A|CN111216700B|2020-01-08|2020-01-08|Brake control method and device for rack rail train|

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PCT/CN2020/129316|WO2021139409A1|2020-01-08|2020-11-17|Braking control method and device for rack train|

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