A brake control method and related device

Abstract

This application discloses a braking control method and related apparatus. After receiving an electric braking request for a train, the processing device can first determine whether the voltage of the overhead contact line (OTC) has reached a voltage threshold. The OTC is used to receive electrical energy generated by electric braking. If the voltage does not reach the voltage threshold, it indicates that the OTC still has redundant capacity to receive electrical energy, and the processing device can receive the electrical energy generated by the electric braking corresponding to the electric braking request through the OTC. If the voltage reaches the voltage threshold, it indicates that the OTC no longer has the capacity to receive electrical energy, and the processing device can consume the electrical energy generated by the electric braking corresponding to the electric braking request through a resistor located outside the OTC. Thus, the processing device can combine two different electrical energy processing methods to process the electrical energy generated by electric braking, improving the success rate of electric braking and thereby improving the stability of train operation.

Description

Technical Field

[0001] This application relates to the field of trolley braking technology, and in particular to a braking control method and related device. Background Technology

[0002] Service braking is the most basic method of train braking, generally including seven braking levels. It refers to the braking force applied to control the train's speed or bring it to a stop at a predetermined location under normal conditions. To ensure the braking requirements of high-speed trains, electric braking is mainly used, which converts kinetic energy into electrical energy through motors.

[0003] In the electric braking process of related technologies, when the given stator frequency is lower than the rotor frequency, that is, when the slip is less than zero, the torque thrust generated by the motor is opposite to the running direction. At this time, the motor is equivalent to a generator, which converts the kinetic energy of the train during braking into electrical energy and feeds it back to the contact network through a four-quadrant converter for energy absorption.

[0004] However, the relevant technologies do not analyze the condition of the overhead contact line, which may lead to electric braking failure and poor train operation stability. Summary of the Invention

[0005] To address the aforementioned technical problems, this application provides a braking control method in which the processing equipment can determine the energy processing mode of electric braking based on the voltage state of the overhead contact line, thereby improving the stability of electric braking.

[0006] The embodiments of this application disclose the following technical solutions:

[0007] In a first aspect, embodiments of this application disclose a braking control method, the method comprising:

[0008] Obtain the electric braking request for the train;

[0009] Determine whether the voltage of the contact network reaches a voltage threshold; the contact network is used to receive electrical energy generated by electric braking.

[0010] In response to the voltage not reaching the voltage threshold, the contact network receives electrical energy generated by the electric braking corresponding to the electric braking request.

[0011] In response to the voltage reaching a voltage threshold, electrical energy generated by the electric braking corresponding to the electric braking request is consumed through a resistor located outside the contact wire. The resistor is used to convert electrical energy into heat energy.

[0012] In one possible implementation, receiving electrical energy generated by the electric braking corresponding to the electric braking request via the contact network includes:

[0013] During the electric braking process corresponding to the electric braking request, the electrical energy generated by the motor is transmitted to the contact network through the traction converter, traction transformer and pantograph, and the electrical energy is received through the contact network. The motor is located on the axle of the train.

[0014] In one possible implementation, dissipating the electrical energy generated by the electric braking corresponding to the electric braking request through a resistor located outside the contact wire includes:

[0015] During the electric braking process corresponding to the electric braking request, the electrical energy generated by the motor is transferred to the resistor by switching contactors, so that the resistor generates heat energy based on the electrical energy, and the motor is located in the axle section of the train.

[0016] In one possible implementation, the traction converter includes multiple inverters, the train includes multiple motors, and the multiple inverters correspond one-to-one with the multiple motors. The transmission of electrical energy generated by the motors to the overhead contact line via the traction converter, traction transformer, and pantograph includes:

[0017] For the target motor, the electrical energy generated by the target motor is transmitted to the contact network through the target inverter corresponding to the target motor in the traction converter, the traction transformer and the pantograph. The power transmission between each inverter and its corresponding motor is not affected by other inverters and other motors.

[0018] In one possible implementation, before determining whether the voltage of the overhead contact line has reached a voltage threshold, the method further includes:

[0019] Determine if the electric braking system is available;

[0020] In response to the electric braking being in an available state, it is determined whether the voltage of the contact network has reached a voltage threshold, wherein the contact network is used to receive electrical energy generated by the electric braking.

[0021] The method further includes:

[0022] In response to the motor malfunction, the electric brake is determined to be unavailable.

[0023] In one possible implementation, the method further includes:

[0024] In response to a fault in any one or more of the traction converter, the traction transformer and the pantograph, the electrical energy generated by the electric braking corresponding to the electric braking request is consumed through the resistor;

[0025] In response to a failure of the switching contactor or resistor, the electric brake is determined to be unavailable.

[0026] Secondly, embodiments of this application disclose a braking control device, the device comprising an acquisition unit, a first judgment unit, a first response unit, and a second response unit:

[0027] The acquisition unit is used to acquire electric braking requests for the train;

[0028] The first judgment unit is used to determine whether the voltage of the contact network reaches a voltage threshold, wherein the contact network is used to receive electrical energy generated by electric braking;

[0029] The first response unit is configured to receive electrical energy generated by electric braking corresponding to the electric braking request through the contact network in response to the voltage not reaching the voltage threshold.

[0030] The second response unit is configured to, in response to the voltage reaching a voltage threshold, consume the electrical energy generated by the electric braking corresponding to the electric braking request through a resistor located outside the contact network, wherein the resistor is configured to convert the electrical energy into heat energy.

[0031] In one possible implementation, the first response unit is specifically used for:

[0032] During the electric braking process corresponding to the electric braking request, the electrical energy generated by the motor is transmitted to the contact network through the traction converter, traction transformer and pantograph, and the electrical energy is received through the contact network. The motor is located on the axle of the train.

[0033] In one possible implementation, the second response unit is specifically used for:

[0034] During the electric braking process corresponding to the electric braking request, the electrical energy generated by the motor is transferred to the resistor by switching contactors, so that the resistor generates heat energy based on the electrical energy, and the motor is located in the axle section of the train.

[0035] In one possible implementation, the traction converter includes multiple inverters, the train includes multiple motors, and the multiple inverters correspond one-to-one with the multiple motors. The first response unit is specifically used for:

[0036] For the target motor, the electrical energy generated by the target motor is transmitted to the contact network through the target inverter corresponding to the target motor in the traction converter, the traction transformer and the pantograph. The power transmission between each inverter and its corresponding motor is not affected by other inverters and other motors.

[0037] In one possible implementation, the device further includes a second judgment unit and a third response unit:

[0038] The second determination unit is used to determine whether the electric braking is in an available state;

[0039] The third response unit is used to determine whether the voltage of the contact network reaches a voltage threshold in response to the electric braking being in an available state. The contact network is used to receive electrical energy generated by the electric braking.

[0040] The device also includes a fourth response unit:

[0041] The fourth response unit is used to determine that the electric brake is unavailable in response to the motor fault.

[0042] In one possible implementation, the device further includes a fifth response unit and a sixth response unit:

[0043] The fifth response unit is used to consume the electrical energy generated by the electric braking corresponding to the electric braking request through the resistor in response to any one or more of the traction converter, the traction transformer and the pantograph failing.

[0044] The sixth response unit is used to determine that the electric brake is unavailable in response to a fault in the switching contactor or resistor.

[0045] Thirdly, embodiments of this application disclose a computer device, which includes a processor and a memory:

[0046] The memory is used to store program code and transmit the program code to the processor;

[0047] The processor is configured to execute the braking control method described in any one of the first aspects according to the instructions in the program code.

[0048] Fourthly, embodiments of this application disclose a computer-readable storage medium for storing a computer program for executing the braking control method described in any one of the first aspects.

[0049] Fifthly, embodiments of this application disclose a computer program product including instructions that, when run on a computer, cause the computer to execute the braking control method described in any one of the first aspects.

[0050] As can be seen from the above technical solution, after receiving an electric braking request for the train, the processing equipment can first determine whether the voltage of the overhead contact line has reached a voltage threshold. This contact line is used to receive electrical energy generated through electric braking. If the voltage does not reach the voltage threshold, it indicates that the contact line still has redundant capacity to receive electrical energy, and the processing equipment can receive the electrical energy generated by the electric braking corresponding to the electric braking request through the contact line. If the voltage reaches the voltage threshold, it indicates that the contact line no longer has the capacity to receive electrical energy, and the processing equipment can dissipate the electrical energy generated by the electric braking corresponding to the electric braking request through a resistor located outside the contact line. Therefore, the processing equipment can combine two different electrical energy processing methods to process the electrical energy generated by electric braking, improving the success rate of electric braking and thus improving the stability of train operation. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 A flowchart of a braking control method provided in an embodiment of this application;

[0053] Figure 2 A schematic diagram of a braking control method provided in an embodiment of this application;

[0054] Figure 3 A flowchart of a braking control method provided in an embodiment of this application;

[0055] Figure 4 This is a structural block diagram of a braking control device provided in an embodiment of this application. Detailed Implementation

[0056] The embodiments of this application will now be described with reference to the accompanying drawings.

[0057] Service braking is the most basic method of train braking, generally including seven braking levels. It refers to the braking force applied to control the train's speed or bring it to a stop at a predetermined location under normal conditions. To ensure the braking requirements of high-speed trains, a combination of electric braking (also known as regenerative braking) and air braking is mainly used. Electric braking converts kinetic energy into electrical energy using an electric motor, while air braking converts kinetic energy into internal energy through frictional deceleration. When stopping using electro-pneumatic braking, service braking primarily uses electric braking, with air braking serving as a supplementary means.

[0058] During the electric braking process of an existing asynchronous motor, when the given stator frequency is lower than the rotor frequency (i.e., the slip is less than zero), the torque thrust generated by the motor is opposite to the direction of travel. At this time, the asynchronous motor acts as a generator, converting the kinetic energy during train braking into electrical energy and feeding it back to the contact network through a four-quadrant converter for energy absorption. During regenerative braking, energy is continuously fed back to the contact network. When the fed-back energy cannot be absorbed by other equipment on the line in time, and this energy cannot be fed back to the AC grid from the traction substation, the voltage of the contact network will gradually increase due to the continuous accumulation of regenerative braking charge, thus causing regenerative braking to fail.

[0059] To address the aforementioned technical problems, this application provides a braking control method. The processing device can combine two different power processing methods to process the power generated by electric braking, reducing the probability of electric braking failure due to unprocessable power and improving the stability of electric braking.

[0060] Understandably, this method can be applied to processing devices capable of braking control, such as terminal devices or servers with braking control functions. This method can be executed independently by a terminal device or server, or it can be applied in network scenarios where the terminal device and server communicate, executing in cooperation. The terminal device can be a computer, mobile phone, or similar device. The server can be an application server or a web server; in actual deployment, this server can be a standalone server or a cluster server.

[0061] Next, with reference to the accompanying drawings, a braking control method provided by an embodiment of this application will be described.

[0062] See Figure 1 , Figure 1 A flowchart of a braking control method provided in this application embodiment, the method comprising:

[0063] S101: Obtain an electric braking request for the train.

[0064] The train can be any tram with electric braking function, and the electric braking request is used to request that the train be subjected to electric braking.

[0065] S102: Determine whether the voltage of the contact wire has reached the voltage threshold.

[0066] The overhead contact line receives electrical energy generated by electric braking. During electric braking, the torque thrust generated by the motor is opposite to the direction of travel, thus converting the train's kinetic energy into electrical energy. Successful electric braking requires processing this electrical energy. However, when the voltage of the overhead contact line reaches a voltage threshold, it can no longer absorb electrical energy to ensure the stable operation of the entire train system, leading to electric braking failure. Therefore, in this application, the processing equipment can first determine whether the voltage of the overhead contact line has reached the voltage threshold, and based on this, determine the method for processing the electrical energy.

[0067] S103: In response to the voltage not reaching the voltage threshold, receive electrical energy generated by electric braking corresponding to the electric braking request through the contact network.

[0068] If the voltage does not reach the voltage threshold, it means that the overhead contact line can still receive electrical energy, and the processing equipment can receive the electrical energy generated by the electric braking corresponding to the electric braking request through the overhead contact line.

[0069] S104: In response to the voltage reaching the voltage threshold, the electrical energy generated by the electric braking corresponding to the electric braking request is consumed through a resistor located outside the contact wire.

[0070] The resistor is used to convert electrical energy into heat energy. If the voltage reaches the voltage threshold, it means that the contact network can no longer receive electrical energy. At this time, the processing equipment can use the resistor located outside the contact network to convert the electrical energy generated by electric braking into heat energy and consume it, thereby achieving successful electric braking.

[0071] As can be seen from the above technical solution, after receiving an electric braking request for the train, the processing equipment can first determine whether the voltage of the overhead contact line has reached a voltage threshold. This contact line is used to receive electrical energy generated through electric braking. If the voltage does not reach the voltage threshold, it indicates that the contact line still has redundant capacity to receive electrical energy, and the processing equipment can receive the electrical energy generated by the electric braking corresponding to the electric braking request through the contact line. If the voltage reaches the voltage threshold, it indicates that the contact line no longer has the capacity to receive electrical energy, and the processing equipment can dissipate the electrical energy generated by the electric braking corresponding to the electric braking request through a resistor located outside the contact line. Therefore, the processing equipment can combine two different electrical energy processing methods to process the electrical energy generated by electric braking, improving the success rate of electric braking and thus improving the stability of train operation.

[0072] In one possible implementation, specifically, when receiving electrical energy generated by electric braking corresponding to the electric braking request via the contact network, the processing equipment can, during the electric braking process corresponding to the electric braking request, transmit the electrical energy generated by the motor to the contact network through the traction converter, traction transformer, and pantograph, and receive the electrical energy through the contact network. The motor is located on the axle of the train. For example... Figure 2 The left half is shown.

[0073] In one possible implementation, specifically, when the electrical energy generated by the electric braking corresponding to the electric braking request is consumed through a resistor located outside the contact network, the processing device can, during the electric braking process corresponding to the electric braking request, transfer the electrical energy generated by the motor to the resistor by switching contactors, causing the resistor to generate heat energy based on the electrical energy. The motor is located at the axle of the train, such as... Figure 2 As shown in the right half.

[0074] In related technologies, electrical energy is transmitted through inverters in traction converters. One inverter in a traction converter corresponds to multiple motors. This means that when one motor malfunctions, the other motors cannot receive electrical energy through that inverter. Furthermore, when the inverter fails, multiple motors cannot receive electrical energy. Therefore, the energy transmission method in related technologies has poor stability.

[0075] To address this technical problem, in one possible implementation, the processing equipment can incorporate multiple inverters within the traction converter. The train includes multiple motors, and each inverter corresponds one-to-one with a motor. When transmitting electrical energy generated by the motors to the overhead contact line via the traction converter, traction transformer, and pantograph, for a specific motor, the processing equipment can transmit the electrical energy generated by that motor to the contact line through the target inverter in the traction converter, the traction transformer, and the pantograph. The energy transmission between each inverter and its corresponding motor is unaffected by interference from other inverters or motors. Therefore, even if one inverter or motor malfunctions, the other motors and inverters can continue to operate normally, improving the stability of electric braking.

[0076] In one possible implementation, before determining whether the voltage of the overhead contact line reaches the voltage threshold, the processing device may first determine whether the electric braking is in an available state. In response to the electric braking being in an available state, it indicates that the train can perform electric braking. At this time, the processing device then determines whether the voltage of the overhead contact line reaches the voltage threshold. The overhead contact line is used to receive electrical energy generated by the electric braking.

[0077] It is understandable that if the motor malfunctions, the electric braking cannot be achieved by the resistance generated by the motor's rotation, and therefore the electric braking is unavailable. Based on this, in response to the motor malfunction, the processing equipment can determine that the electric braking is unavailable.

[0078] In addition to selecting the energy processing method based on the voltage of the overhead contact line, the processing equipment can also flexibly change the energy processing method based on the actual situation of each energy transmission process during the power processing.

[0079] In one possible implementation, in response to a failure of any one or more of the traction converter, the traction transformer, and the pantograph, indicating that energy is unlikely to be successfully transmitted to the overhead contact line, the processing device can consume the electrical energy generated by the electric braking corresponding to the electric braking request through the resistor.

[0080] If the switching contactor or resistor fails, it means that energy cannot be transferred to the resistor and converted into heat energy for consumption. As can be seen from the above, electrical energy is only processed through the resistor when the contact network cannot receive electrical energy. Therefore, if the resistor method is not feasible, it means that the electrical energy generated by the electric brake cannot be processed, and the electric brake fails. At this time, the processing equipment can determine that the electric brake is unavailable.

[0081] See Figure 3 , Figure 3 This is a schematic diagram of a braking control method provided in an embodiment of this application. After receiving an electric braking request, the processing device first determines whether electric braking is available. If it is not available, it uses other methods to brake. If it is available, it determines whether the voltage of the contact wire is within the allowable range. If it is, it uses path 1 to receive the electrical energy generated by electric braking through the contact wire. If not, it uses path 2 to consume the generated electrical energy through a resistor.

[0082] During Path 1, the processing equipment can determine if the motor is faulty. If a fault is found, the electric braking is disconnected, rendering it unusable. If the motor is normal, and the converter, transformer, and pantograph are all functioning correctly, the generated electrical energy can be successfully received through the overhead contact line, completing the electric braking. If any of the converter, transformer, or pantograph malfunctions, Path 2 is used for electric braking. In Path 2, if both the switching contactor and resistor are functioning correctly, electric braking can be successfully completed through the resistor; if any of these components malfunctions, the electric braking is disconnected, rendering it unusable.

[0083] Based on the braking control method provided in the above embodiments, this application also provides a braking control device, see [link to relevant documentation]. Figure 4 , Figure 4This application provides a structural block diagram of a braking control device 400, which includes an acquisition unit 401, a first judgment unit 402, a first response unit 403, and a second response unit 404.

[0084] The acquisition unit 401 is used to acquire the electric braking request for the train;

[0085] The first judgment unit 402 is used to determine whether the voltage of the contact network reaches a voltage threshold, wherein the contact network is used to receive electrical energy generated by electric braking;

[0086] The first response unit 403 is used to receive electrical energy generated by electric braking corresponding to the electric braking request through the contact network in response to the voltage not reaching the voltage threshold.

[0087] The second response unit 404 is used to consume the electrical energy generated by the electric braking corresponding to the electric braking request through a resistor located outside the contact wire in response to the voltage reaching a voltage threshold. The resistor is used to convert the electrical energy into heat energy.

[0088] In one possible implementation, the first response unit 403 is specifically used for:

[0089] During the electric braking process corresponding to the electric braking request, the electrical energy generated by the motor is transmitted to the contact network through the traction converter, traction transformer and pantograph, and the electrical energy is received through the contact network. The motor is located on the axle of the train.

[0090] In one possible implementation, the second response unit 404 is specifically used for:

[0091] During the electric braking process corresponding to the electric braking request, the electrical energy generated by the motor is transferred to the resistor by switching contactors, so that the resistor generates heat energy based on the electrical energy, and the motor is located in the axle section of the train.

[0092] In one possible implementation, the traction converter includes multiple inverters, the train includes multiple motors, and the multiple inverters correspond one-to-one with the multiple motors. The first response unit 403 is specifically used for:

[0093] For the target motor, the electrical energy generated by the target motor is transmitted to the contact network through the target inverter corresponding to the target motor in the traction converter, the traction transformer and the pantograph. The power transmission between each inverter and its corresponding motor is not affected by other inverters and other motors.

[0094] In one possible implementation, the device further includes a second judgment unit and a third response unit:

[0095] The second determination unit is used to determine whether the electric braking is in an available state;

[0096] The third response unit is used to determine whether the voltage of the contact network reaches a voltage threshold in response to the electric braking being in an available state. The contact network is used to receive electrical energy generated by the electric braking.

[0097] The device also includes a fourth response unit:

[0098] The fourth response unit is used to determine that the electric brake is unavailable in response to the motor fault.

[0099] In one possible implementation, the device further includes a fifth response unit and a sixth response unit:

[0100] The fifth response unit is used to consume the electrical energy generated by the electric braking corresponding to the electric braking request through the resistor in response to any one or more of the traction converter, the traction transformer and the pantograph failing.

[0101] The sixth response unit is used to determine that the electric brake is unavailable in response to a fault in the switching contactor or resistor.

[0102] This application also provides a computer device, which includes a processor and a memory:

[0103] The memory is used to store program code and transmit the program code to the processor;

[0104] The processor is used to execute the braking control method described in any one of the above embodiments according to the instructions in the program code.

[0105] This application also provides a computer-readable storage medium for storing a computer program that executes any one of the braking control methods described in the foregoing embodiments.

[0106] This application also provides a computer program product including instructions that, when run on a computer, cause the computer to execute the braking control method described in any of the above embodiments.

[0107] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium can be at least one of the following media: read-only memory (ROM), RAM, magnetic disk, or optical disk, etc., and other media capable of storing program code.

[0108] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the device and system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments. The device and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the solution in this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0109] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A brake control method characterized by, The method comprises: acquiring an electric braking request for a train; determining whether the electric braking is in an available state; in response to the electric braking being in the available state, determining whether a voltage of a catenary reaches a voltage threshold, the catenary being configured to receive electric energy generated by the electric braking; in response to the voltage not reaching the voltage threshold, if a switching contactor and a resistor are both normal, in an electric braking process corresponding to the electric braking request, electric energy generated by a target motor is transmitted to the catenary through a target inverter, a traction transformer and a pantograph for the target motor, and the electric energy is received by the catenary; the target inverter is an inverter corresponding to the target motor in a traction converter, the train comprises a plurality of motors, and the plurality of motors comprise the target motor; the traction converter comprises a plurality of inverters, and the plurality of inverters comprise the target inverter, the plurality of inverters corresponding to the plurality of motors one by one; if the switching contactor or the resistor fails, it is determined that the electric braking is in an unavailable state; wherein in the electric braking process corresponding to the electric braking request, electric energy generated by a motor is transmitted to the resistor through the switching contactor, so that the resistor generates heat energy based on the electric energy, and the motor is located in an axle portion of the train; in response to the voltage reaching the voltage threshold, the target motor being normal, the traction transformer, the traction converter and the pantograph all being normal, electric energy generated by the electric braking request is consumed by the resistor outside the catenary, and the resistor is configured to convert electric energy into heat energy; if the target motor fails, the electric braking is cut off; if the target motor is normal and any one of the traction transformer, the traction converter and the pantograph fails, in the electric braking process corresponding to the electric braking request, electric energy generated by the target motor is transmitted to the catenary through the target inverter, the traction transformer and the pantograph for the target motor, and the electric energy is received by the catenary.

2. A brake control device characterized by comprising: The device comprises an acquisition unit, a first determination unit, a second determination unit, a first response unit, a second response unit, a fourth response unit, a fifth response unit and a sixth response unit: The acquisition unit is configured to acquire an electric braking request for a train; The second determination unit is configured to determine whether the electric braking is in an available state; The first determination unit is configured to, in response to the electric braking being in the available state, determine whether a voltage of a catenary reaches a voltage threshold, the catenary being configured to receive electric energy generated by the electric braking; The first response unit is configured to, in response to the voltage not reaching the voltage threshold, if a switching contactor and a resistor are both normal, in an electric braking process corresponding to the electric braking request, electric energy generated by a target motor is transmitted to the catenary through a target inverter, a traction transformer and a pantograph for the target motor, and the electric energy is received by the catenary; The target inverter is an inverter corresponding to the target motor in a traction converter, the train includes a plurality of motors including the target motor, and the traction converter includes a plurality of inverters including the target inverter, the plurality of inverters corresponding to the plurality of motors one by one; The fourth response unit is configured to cut off the electric braking if the target motor fails; The fifth response unit is configured to, if the target motor is normal and any of the traction transformer, the traction converter and the pantograph fails, transmit, in an electric braking process corresponding to the electric braking request, electric energy generated by the target motor to the catenary through the target inverter, the traction transformer and the pantograph, and receive the electric energy through the catenary for the target motor; The sixth response unit is configured to determine that the electric braking is in an unusable state if the switching contactor or the resistor fails, and transmit, in an electric braking process corresponding to the electric braking request, electric energy generated by a motor to the resistor through the switching contactor, so that the resistor generates heat energy based on the electric energy, the motor being located in an axle portion of the train; The second response unit is configured to, in response to the voltage reaching a voltage threshold, the target motor being normal, the traction transformer, the traction converter and the pantograph all being normal, consume, in an electric braking process corresponding to the electric braking request, electric energy through a resistor located outside the catenary, the resistor being configured to convert the electric energy into heat energy.

3. A computer device, comprising: The computer device includes a processor and a memory: The memory is configured to store program code and transmit the program code to the processor; The processor is configured to execute the braking control method according to instructions in the program code.

4. A computer-readable storage medium, characterized in that, The computer readable storage medium is configured to store a computer program configured to execute the braking control method.

5. A computer program product including instructions which, when executed on a computer, cause the computer to carry out the braking control method.

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