阅读说明：本技术 一种轨道电力工程车的制动控制方法 (Braking control method for rail electric engineering vehicle ) 是由 史德刚 孙鸿玲 王睿喆 于 2020-07-21 设计创作，主要内容包括：本发明公开了一种轨道电力工程车的制动控制方法,在执行制动增压、减压、保压功能时,通过辅助电机、进液阀、出液阀、回油泵协调工作,而当辅助电机失效时,踏板力能够在制动主缸中产生制动压力,从而通过进液阀,在制动轮缸内产生一定的压力,使行驶中的工程车辆逐渐停下来；当制动系统的电子控制器、执行机构或传感器发生故障时,系统自动地向驾驶员提供当前最可行的制动方案,并且在极端情况下,提供一个双回路人力制动系统,即通过人力直接施加制动产生一定的制动作用,提高制动的可靠性。(The invention discloses a brake control method of a rail electric engineering vehicle, which is characterized in that when brake pressurization, pressure reduction and pressure maintaining functions are executed, an auxiliary motor, a liquid inlet valve, a liquid outlet valve and an oil return pump work in a coordinated mode, and when the auxiliary motor fails, pedal force can generate brake pressure in a brake main cylinder, so that a certain pressure is generated in a brake wheel cylinder through the liquid inlet valve, and the running engineering vehicle is gradually stopped; when an electronic controller, an actuating mechanism or a sensor of the brake system fails, the system automatically provides the most feasible brake scheme for a driver, and in an extreme case, provides a double-circuit manual brake system, namely, a certain brake effect is generated by directly applying the brake through manpower, so that the reliability of the brake is improved.)

1. A parking brake control method for a working vehicle, which coordinates the operation of an auxiliary motor (1), a fluid inlet valve (33), a fluid inlet valve (11, 19, 23, 29), a fluid outlet valve (13, 17, 24, 27), and a hydraulic pump (9, 30) when the functions of pressure increase, pressure reduction, and pressure maintaining are performed, and when the auxiliary motor (1) fails, the pedal force can generate the brake pressure in a brake master cylinder (8), so that the pressure is generated in the brake cylinders (14, 18, 22, 26) through the fluid inlet valve (33), and the working vehicle is gradually stopped, characterized in that: the parking brake control method of the engineering vehicle relates to an electronic control unit, wherein the electronic control unit receives signals of a brake pedal displacement sensor (2), a master cylinder pressure sensor (31) and a wheel speed sensor, determines a working mode of a brake system according to the received signals, and then sends a control command to an auxiliary motor (1), a liquid inlet valve (33), a normally closed valve (32) and a hydraulic control unit or sends a brake request to a brake energy recovery system.

2. The braking control method of a railway electric working vehicle according to claim 1, wherein the active braking mode is selected when a braking request is made to the braking system without a brake pedal being depressed; in a state where the brake pedal is depressed, an electric assist mode, a braking energy recovery mode, or a parallel mode in which friction braking and regenerative braking are simultaneously operated can be selected.

3. A brake control method for a railway electric working vehicle according to claim 2, characterized in that a driver depresses a brake pedal, and if the working vehicle is braked by the auxiliary motor (1) only enough to generate a desired braking deceleration of the whole vehicle, a pure regenerative braking mode is adopted; at the moment, the liquid inlet valve (33) is electrified to be closed, the normally closed valve (32) is electrified to be opened, the brake pedal feeling is provided by the pedal simulator (4), the friction brake does not participate in the work, the whole brake force is provided by the regenerative brake device, and if the brake is not enough to generate the expected brake deceleration by only depending on the auxiliary motor (1), a parallel mode that the friction brake and the auxiliary motor (1) brake work simultaneously can be adopted.

4. The brake control method of a railway electric working vehicle according to claim 3, wherein the regenerative braking is performed while the brake master cylinder (8) is made to output pressure to the brake cylinders (14, 18, 22, 26) to assist the friction brake control, the brake system is operated in an active brake mode when the brake pedal is not depressed but the electronic control unit determines that active braking is required or other control means issues an active brake request, the electronic control unit sends a control signal to the non-assist motor (1), the assist motor (1) outputs torque to build up pressure in the high pressure chamber of the brake master cylinder (8), and the hydraulic control unit selects all wheels or a part of wheels to apply braking and adjusts the brake pressure in each brake cylinder as necessary.

5. A brake control method of a railway electric working vehicle according to claim 1, wherein in the electric brake assist operation mode, a brake pedal force and a motor driving force are commonly applied to the piston of the master cylinder (8) through a transmission device, thereby shortening an initial brake pressure buildup time and reducing a torque demand of the auxiliary motor (1).

6. The brake control method of a railway electric working vehicle as claimed in claim 1, wherein when the driver depresses the brake pedal, the electric power assist mode is selected, and the electric power assist mode is: brake fluid is transmitted from a manual main cylinder (34) to a low-pressure cavity of a brake main cylinder (8) through a liquid inlet valve (33) to push a piston of the brake main cylinder (8) to move, meanwhile, after receiving a brake pedal displacement signal sent by a brake pedal displacement sensor (2), an electronic control unit calculates a target current of an auxiliary motor (1), the output torque of the auxiliary motor (1) is applied to the piston of the brake main cylinder (8) through a gear speed reduction and torque increase mechanism (6) and a gear speed reduction and torque increase mechanism (7), and brake pressure is built in a high-pressure cavity of the brake main cylinder (8) under the combined action of the brake pedal force and motor driving force and is output to brake cylinders (14, 18, 22 and 26) through a hydraulic control unit.

7. The brake control method of a railway electric working vehicle according to claim 6, wherein the hydraulic control unit includes a hydraulic pump (9, 30), a check valve (10, 16, 21, 28), an oil feed valve (11, 19, 23, 29), an oil discharge valve (13, 17, 24, 27), a low pressure accumulator (12, 25); the high-pressure hydraulic oil flowing out of the brake master cylinder (8) reaches the brake wheel cylinders through the oil inlet valves (11, 19, 23, 29), after braking is completed, residual hydraulic oil in the brake wheel cylinders reaches the low-pressure energy accumulators (12, 25) through the oil outlet valves (13, 17, 24, 27), and flows back to the oil storage tanks through the hydraulic pumps (9, 30) after pressure compensation on the low-pressure energy accumulators (12, 25) is completed.

8. The brake control method for a track electric power engineering vehicle according to claim 8, characterized in that the auxiliary motor (1) is a brushless dc motor.

9. The braking control method of the rail electric engineering vehicle as claimed in any one of claims 1 to 9, characterized in that the liquid inlet valve (33) is a two-position two-way normally open electromagnetic directional valve.

Technical Field

The invention relates to the field of rail electric engineering vehicles, in particular to a braking control method of a rail electric engineering vehicle.

Background

The rail electric engineering vehicle has the advantages of no pollution, large traction force, low noise and the like, so that the rail electric engineering vehicle has larger and larger market share. The electric brake control is one of the main advantages of the electric engineering vehicle, and not only can reduce the abrasion of a wheel flange and a rail surface caused by friction braking, but also can repeatedly reuse energy generated by braking.

At present, an electric pneumatic brake adopted by a rail electric engineering vehicle mainly has two modes, one mode is a logic type electric pneumatic brake system, and the other mode is a microcomputer type electric pneumatic brake system.

The logic type electro-pneumatic brake system adopts three brake control modes on the brake control of the rail electric engineering vehicle: electric brake control, automatic brake control and individual brake control; the electric brake control and the single brake control only aim at the braking of the electric engineering vehicle, and the automatic brake control relates to the braking of the whole train dragged by the electric engineering vehicle. In actual operation, an operator can only select one of the air brake and the electric brake to control, and the function of automatically supplementing the air brake force when the air brake and the electric brake are simultaneously braked or the electric brake is insufficient cannot be realized. Because three kinds of braking control methods correspond three kinds of control operation device, be difficult for the equipment of operation panel to arrange for operating personnel is difficult to master in the operation, is unfavorable for full play electric brake's advantage.

Although the microcomputer type electro-pneumatic brake system can realize the hybrid brake control of the electric braking force and the air braking force of the rail electric engineering vehicle, the control of the system needs to rely on a microcomputer control unit to apply and collect the electric braking force and distribute the electric braking force and the air braking force; when the hybrid brake control is performed, if the electric brake force and the air brake force need to be redistributed according to actual conditions, the hybrid control has certain time delay due to the influence of the network data exchange frequency and the program running period of the control unit, namely, the execution of the next command needs to wait for the end of the previous running period. In addition, the microcomputer control unit of the microcomputer type electro-pneumatic brake system is expensive, so that the cost of the microcomputer type electric control system is high and the microcomputer type electric control system is not economical.

In view of the above, how to design a braking method, when an electronic controller, an actuator or a sensor of a braking system fails, the system can automatically provide the most feasible braking scheme for a driver, and in an extreme case, provide a dual-loop manual braking system, that is, a certain braking effect is generated by directly applying braking by manpower, so as to improve the reliability of braking, is a technical problem that needs to be solved by those skilled in the art at present.

Disclosure of Invention

Aiming at the defects or improvement requirements in the prior art, the invention provides a brake control method of a rail electric engineering vehicle, which is a brake control method of the rail electric engineering vehicle, when the brake pressurization, pressure reduction and pressure maintaining functions are executed, the auxiliary motor, a liquid inlet valve, a liquid outlet valve and an oil return pump work in a coordinated mode, and when the auxiliary motor fails, the pedal force can generate brake pressure in a brake main cylinder, so that a certain pressure is generated in a brake wheel cylinder through the liquid inlet valve, and the running engineering vehicle is gradually stopped;

specifically, the liquid inlet valve is a two-position two-way normally-open electromagnetic directional valve;

specifically, in the electric brake boosting working mode, the brake pedal force and the motor driving force jointly act on the piston of the brake master cylinder through the transmission device, so that the initial brake pressure building time is shortened, and the torque demand on the auxiliary motor is reduced;

specifically, the auxiliary motor is a brushless direct current motor;

the electronic control unit receives signals of a brake pedal displacement sensor, a main cylinder pressure sensor and a wheel speed sensor, determines a working mode of a brake system according to the received signals, and then sends a control command to an auxiliary motor, a liquid inlet valve, a normally closed valve and a hydraulic control unit or sends a braking request to a braking energy recovery system;

specifically, in a state where a brake pedal is depressed, an electric assist mode, a braking energy recovery mode, or a parallel mode in which friction braking and regenerative braking work simultaneously can be selected;

specifically, if the brake pedal is not stepped on, and a braking request is made to the braking system, the active braking mode is selected;

specifically, a brake pedal displacement sensor, a master cylinder pressure sensor and a wheel speed sensor are all current mature technical products and are not described in detail;

specifically, when the driver steps on the brake pedal, the electric power-assisted mode is selected as follows: brake fluid is transmitted to a low-pressure cavity of a main cylinder from a manual main cylinder through a liquid inlet valve to push a piston of the main cylinder to move, meanwhile, an electronic control unit calculates target current of an auxiliary motor after receiving a brake pedal displacement signal sent by a brake pedal displacement sensor, the output torque of the auxiliary motor applies assistance to the piston of the main cylinder through a gear speed reduction and torque increase mechanism and a ball screw pair, brake pressure is built in the high-pressure cavity of the main cylinder under the combined action of the brake pedal force and the driving force of the motor and is output to four wheel cylinders through a hydraulic control unit;

specifically, the hydraulic control unit comprises a hydraulic pump, a one-way valve, an oil inlet valve, an oil outlet valve and a low-pressure energy accumulator; high-pressure hydraulic oil flowing out of the brake main cylinder reaches a wheel cylinder through an oil inlet valve, after braking is finished, residual hydraulic oil in the wheel cylinder reaches a low-pressure energy accumulator through an oil outlet valve, and flows back to an oil storage tank through a hydraulic pump after pressure compensation on the low-pressure energy accumulator is finished;

specifically, when a driver steps on a brake pedal, if the engineering vehicle is braked by only depending on an auxiliary motor, namely the braking speed of the whole vehicle is enough to generate the expected braking deceleration, a pure regenerative braking mode can be adopted; at the moment, the liquid inlet valve is electrified to be closed, the normally closed valve is electrified to be opened, the brake pedal feeling is provided by the brake pedal simulator, the friction brake does not participate in the work, and the whole brake force is provided by the regenerative brake device;

specifically, the brake system is operated in an active braking mode when the brake pedal is not pressed down but the electronic control unit judges that active braking needs to be implemented or other control devices send active braking requests, the electronic control unit sends a control signal to the non-auxiliary motor, the auxiliary motor outputs torque to enable pressure to be built in a high-pressure cavity of the brake master cylinder, and all wheels or part of wheels can be selected through the hydraulic control unit to implement braking and adjust the braking pressure in each wheel cylinder as necessary.

Has the advantages that: when an electronic controller, actuator or sensor of the braking system fails, the system can automatically provide the driver with the currently most feasible braking solution. Even under extreme conditions, the system still remains a double-circuit manual braking system, namely the system can directly apply braking through manpower to generate a certain braking action; compared with pure electric control braking, the braking system of the scheme does not need a high-pressure energy accumulator and a special backup hydraulic system, so that the structure is more compact than that of the pure electric control braking system; in the most frequently used electric brake boosting mode, if the hydraulic adjusting unit does not intervene in the pressure adjustment of the wheel cylinder, the brake pedal feeling is not different from that of the traditional non-wire control brake system, if the hydraulic adjusting unit intervenes in the pressure adjustment of the wheel cylinder, the impact on a low-pressure cavity of a brake master cylinder when ABS returns oil can be also actively controlled through the torque of the motor, so that the good brake pedal feeling can be realized under the condition that a central valve type brake master cylinder with higher use cost is not used; when the brake system needs to work in a brake-by-wire mode, such as under the working condition of braking energy recovery, the required brake pedal feeling can still be obtained through the brake pedal simulator; the brake master cylinder can apply the structure and the manufacturing process of the tandem double-cavity master cylinder, and the brake system can continuously use the traditional brake and the hydraulic pressure adjusting unit of the ABS, so that the manufacturing cost is reduced; the motor serving as a braking energy supply device can be used for implementing active braking, a hydraulic control unit with a partial or whole wheel active pressurization function is not needed, and the manufacturing cost is also reduced.

Drawings

Fig. 1 is a brake system diagram of a brake control method of a railway electric engineering vehicle;

reference numerals: the brake system comprises a brake pedal 1, a brake pedal displacement sensor 2, a liquid storage tank 3, a pedal simulator 4, an auxiliary motor 5, a gear speed reduction and torque increase mechanism 6, a ball screw pair 7, a brake master cylinder 8, a first hydraulic pump 9, a first one-way valve 10, a first oil inlet valve 11, a first low-pressure energy storage device 12, a first oil outlet valve 13, a front left brake wheel cylinder 14, a pressure gauge 15, a second one-way valve 16, a second oil outlet valve 17, a front right brake wheel cylinder 18, a second oil inlet valve 19, a motor 20, a third one-way valve 21, a rear left brake wheel cylinder 22, a third oil inlet valve 23, a third oil outlet valve 24, a second low-pressure energy storage device 25, a rear right brake wheel cylinder 26, a fourth oil outlet valve 27, a fourth one-way valve 28, a fourth oil inlet valve 29, a second hydraulic pump 30, a master cylinder pressure sensor 31, a master cylinder pressure sensor 32, a two-way manual electromagnetic reversing.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below are combined with each other as long as they do not conflict with each other.

As shown in fig. 1, the present invention provides a brake control method for a rail electric working vehicle, which is a parking brake control method for a working vehicle, wherein when performing brake pressure increasing, pressure reducing and pressure maintaining functions, an auxiliary motor 1, a fluid inlet valve 33, a first fluid inlet valve 11, a second fluid inlet valve 19, a third fluid inlet valve 23, a fourth fluid inlet valve 29, a first fluid outlet valve 13, a second fluid outlet valve 17, a third fluid outlet valve 24, a fourth fluid outlet valve 27, a first hydraulic pump 9 and a second hydraulic pump 30 are operated in coordination, and when the auxiliary motor 1 fails, a pedal force can generate a brake pressure in a brake master cylinder 8, so that a pressure is generated in a first brake wheel cylinder 14, a second brake wheel cylinder 18, a third brake wheel cylinder 22 and a fourth brake wheel cylinder 26 through the fluid inlet valve 33, thereby gradually stopping the working vehicle in running.

The liquid inlet valve 33 is a two-position two-way normally open electromagnetic directional valve;

the parking brake control method of the engineering vehicle relates to an electronic control unit, wherein the electronic control unit receives signals of a brake pedal displacement sensor 2, a master cylinder pressure sensor 31 and a wheel speed sensor, determines the working mode of a brake system according to the received signals, and then sends a control command to an auxiliary motor 1, a liquid inlet valve 33, a normally closed valve 32 and a hydraulic control unit or sends a brake request to a brake energy recovery system;

when the brake pedal is not stepped on and a braking request is made to a braking system, an active braking mode is selected; in the state that the brake pedal is stepped on, an electric power-assisted mode, a braking energy recovery mode or a parallel mode in which friction braking and regenerative braking work simultaneously can be selected;

when a driver steps on a brake pedal, if the engineering vehicle is braked by only depending on the auxiliary motor 1, the braking speed of the whole vehicle is enough to generate expected braking speed, a pure regenerative braking mode can be adopted; at the moment, the liquid inlet valve 33 is powered on and closed, the normally closed valve 32 is powered on and opened, the brake pedal feeling is provided by the pedal simulator 4, the friction brake does not participate in the work, and the whole brake force is provided by the regenerative brake device, if the brake is not enough to generate the expected brake deceleration by only depending on the auxiliary motor 1, a parallel mode that the friction brake and the auxiliary motor 1 brake work simultaneously can be adopted;

when the brake pedal is not pressed down but the electronic control unit judges that active braking needs to be carried out or other control devices send out active braking requests, the brake system works in an active braking mode, in the active braking mode, the electronic control unit sends a control signal to the non-auxiliary motor 1, the auxiliary motor 1 outputs torque to enable pressure to be built in a high-pressure cavity of the brake master cylinder 8, and all wheels or part of wheels can be selected by the hydraulic control unit to carry out braking and adjust the braking pressure in each brake cylinder if necessary;

in the electric brake boosting working mode, the brake pedal force and the motor driving force jointly act on the piston of the brake master cylinder 8 through the transmission device, so that the initial brake pressure establishment time is shortened, and the torque demand on the auxiliary motor 1 is reduced;

the auxiliary motor 1 is a brushless direct current motor;

the brake pedal displacement sensor 2, the master cylinder pressure sensor 31 and the wheel speed sensor are all current mature technical products and are not described in detail;

when a driver steps on a brake pedal, an electric power-assisted mode is selected, and the electric power-assisted mode is as follows: brake fluid is transmitted from a manual master cylinder 34 to a low-pressure cavity of a brake master cylinder 8 through a liquid inlet valve 33 to push a piston of the brake master cylinder 8 to move, meanwhile, after an electronic control unit receives a brake pedal displacement signal sent by a brake pedal displacement sensor 2, a target current of an auxiliary motor 1 is calculated, the output torque of the auxiliary motor 1 is applied to the piston of the brake master cylinder 8 through a gear speed reduction and torque increase mechanism 6 and a gear speed reduction and torque increase mechanism 7 to exert assistance on the piston of the brake master cylinder 8, brake pressure is built in the high-pressure cavity of the brake master cylinder 8 under the combined action of the brake pedal force and motor driving force, and the brake pressure is output to a first brake wheel cylinder 14, a second brake wheel cylinder 18, a third brake wheel cylinder 22 and a fourth brake wheel cylinder 26;

the hydraulic control unit comprises a first hydraulic pump 9, a second hydraulic pump 30, check valves 10, 16, 21 and 28, a first oil inlet valve 11, a second oil inlet valve 19, a third oil inlet valve 23, a fourth oil inlet valve 29, a first oil outlet valve 13, a second oil outlet valve 17, a third oil outlet valve 24, a fourth oil outlet valve 27, a first low-pressure accumulator 12 and a second low-pressure accumulator 25; the high-pressure hydraulic oil flowing out of the brake master cylinder 8 reaches the brake wheel cylinder through the first oil inlet valve 11, the second oil inlet valve 19, the third oil inlet valve 23 and the fourth oil inlet valve 29, after braking is completed, residual hydraulic oil in the brake wheel cylinder reaches the first low-pressure energy storage device 12 and the second low-pressure energy storage device 25 through the first oil outlet valve 13, the second oil outlet valve 17, the third oil outlet valve 24 and the fourth oil outlet valve 27, and flows back to the oil storage tank through the first hydraulic pump 9 and the second hydraulic pump 30 after pressure supplement is completed on the first low-pressure energy storage device 12 and the second low-pressure energy storage device 25.

It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.