New calculation method for anti-skid efficiency based on deceleration envelope correction
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摘要: 为解决现有防滑效率计算方法准确性低、评价效果差等问题，在深入分析列车制动防滑过程中轮轨黏着系数变化规律及特点的基础上，修正了列车制动防滑过程减速度峰值包络线，使其接近理想减速度曲线，进而提出一种新型防滑效率计算方法；结合列车制动防滑系统实际工作原理，搭建了列车制动防滑效率仿真验证平台，在仿真层面验证了减速度包络线修正的正确性和新型防滑效率计算方法的准确性；在不同仿真工况下对比分析了6种防滑效率计算方法的合理性和防滑性能评价效果，并基于实车防滑试验验证了新方法的实用性。研究结果表明：搭建的列车制动防滑效率仿真验证平台所得列车制动时间、制动距离等计算结果与相同工况下实车防滑试验结果的相对误差不超过5%，可用来验证和分析防滑效率计算方法与防滑性能评价效果；修正后的减速度峰值包络线与理想减速度曲线的相对误差不超过4.5%；当防滑控制策略不变时，新型防滑效率计算方法对列车在不同制动级位和黏着水平下的仿真结果相差不超过1.1%，试验结果相差不超过3.5%，且防滑效率均小于100%，稳定性良好；采用不同防滑控制策略时，新型防滑效率计算方法的仿真结果存在明显差异，且不同控制策略对应的防滑效率与其防滑性能正相关，能体现出不同防滑系统间的性能差异；新型防滑效率计算方法能通过实车防滑试验计算防滑效率，为实车提供了一种新的防滑性能评价手段。Abstract: To solve the problems of low accuracy and poor evaluation effect of existing anti-skid efficiency calculation methods, based on the in-depth analysis of change rules and characteristics of wheel-rail adhesion coefficient during the train braking anti-skid process, the peak deceleration envelope in the train braking anti-skid process was corrected to make it close to the ideal deceleration curve. Then, a new anti-skid efficiency calculation method was proposed. Combined with the actual working principles of train braking anti-skid systems, a simulation verification platform for the train braking anti-skid efficiency was built. The correctness of the deceleration envelope correction and the accuracy of the new anti-skid efficiency calculation method were verified at the simulation level. The rationalities and the anti-skid performance evaluation effects of six anti-skid efficiency calculation methods were compared and analyzed under different simulation conditions, and the practical applicability of the new method was verified based on the real vehicle anti-skid test. Research results show that the relative errors of braking time and braking distance between the simulation verification platform for train braking anti-skid efficiency and the actual vehicle anti-skid test results are less than 5% under the same condition. Therefore, the platform can be used to verify and analyze the anti-skid efficiency calculation method and the anti-skid performance evaluation effect. The relative error between the corrected peak deceleration envelope and the ideal deceleration curve does not exceed 4.5%. When the anti-skid control strategy remains unchanged, the simulation results of the new anti-skid efficiency calculation method for trains differ by less than 1.1% under different braking levels and adhesion levels. The test results differ by less than 3.5% under the above conditions. The anti-skid efficiencies are all less than 100%. The above results demonstrate good stability of the method. When different anti-skid control strategies are adopted, the simulation results have obvious differences based on the new anti-skid efficiency calculation method, and the corresponding anti-skid efficiencies of different control strategies are positively correlated with their anti-skid performance. The performance differences among different anti-skid systems can be reflected. The new anti-skid efficiency calculation method can calculate the anti-skid efficiency through real vehicle anti-skid tests, providing a new evaluation means of the anti-skid performance for real vehicles.
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图 4 基于速度差与减速度复合判据的防滑控制策略
Figure 4. Anti-skid control strategy based on composite criteria of speed difference and deceleration
图 7 列车制动防滑效率仿真验证平台
Figure 7. Simulation verification platform for train braking anti-skid efficiency
图 8 不同工况下新型防滑效率计算方法的准确性验证结果
Figure 8. Accuracy verification results of new anti-skid efficiency calculation method under different conditions
图 9 不同制动初速和黏着条件工况下6种方法防滑效率仿真结果
Figure 9. Anti-skid efficiency simulation results of six methods under different braking initial speeds and adhesion conditions
图 10 不同制动级位和黏着条件下6种方法防滑效率仿真结果
Figure 10. Anti-skid efficiency simulation results of six methods under different braking levels and adhesion conditions
图 11 不同载重和黏着条件下6种方法防滑效率仿真结果
Figure 11. Anti-skid efficiency simulation results of six methods under different loads and adhesion conditions
图 12 三种防滑控制策略下列车轴速和制动距离仿真结果
Figure 12. Simulation results of train axle speeds and braking distances under three anti-skid control strategies
图 13 不同控制策略工况下现有方法防滑效率计算结果
Figure 13. Anti-skid efficiency calculation results obtained by existing methods under different control strategies
图 14 不同控制策略下新型防滑效率计算方法仿真结果
Figure 14. Simulation results obtained by new anti-skid efficiency calculation method under different control strategies
表 1 轮轨黏着模型参数
Table 1. Wheel-rail adhesion model parameters
参数 Q/kg kA kS G/GPa aμ/m bμ/m c11 f0 A B 干轨 8 800 0.60 0.50 80 0.007 5 0.001 5 3.37 0.25 0.30 0.60 湿轨 0.25 0.20 0.16 0.20 0.60 低黏着 0.16 0.10 0.11 0.15 0.55 极低黏着 0.08 0.05 0.06 0.10 0.45 
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表 2 实车试验防滑效率计算结果
Table 2. Anti-skid efficiency calculation results of real vehicle test
% 列车制动级位 黏着条件 防滑效率 紧急制动 黏着水平1 88.50 黏着水平2 89.98 黏着水平3 90.65 常用纯空气制动 黏着水平1 88.07 黏着水平2 91.57 黏着水平3 89.87 常用80%纯空气制动 黏着水平1 91.39 黏着水平2 90.97 黏着水平3 90.28
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