A braking method, system, apparatus, medium and train

Abstract

The application discloses a braking method, system, device, medium and train, and relates to the field of rail transit. When braking the train, it is determined whether the train is sliding; if the train is sliding, it is determined whether the braking force of the train includes electric braking force; if the electric braking force is not included, the inverter pulse of the motor on the bogie of the train is blocked, the reference speed is established according to the sliding working condition of the train, and the axle speed on the bogie is controlled according to the reference speed. It can be seen that, in the application, the inverter pulse of the motor is blocked in the absence of electric braking force, i.e. in the air braking condition, the reference speed is established according to the sliding working condition of the train, and the axle speed on the bogie is controlled according to the reference speed, so that the axle speed on each bogie can be controlled when sliding, and the condition that the reference speed cannot be established in the air braking condition can be avoided.

Description

Technical Field

[0001] This application relates to the field of rail transportation, and in particular to a braking method, system, device, medium, and train. Background Technology

[0002] The braking system of the battery-powered engineering vehicle employs a combination of air braking from the brake controller and rapid braking from the driver's controller. The air braking from the brake controller and the rapid braking from the driver's controller are pure air braking, while the hybrid braking from the driver's controller combines electric braking and air braking. The traction control unit controls the motors on the bogies using a driving control mode. Specifically, this mode uses the same control signal to simultaneously control several motors on a single bogie. Since the motors have inverter pulses, when there is a significant difference in axle speed between the motors on the same bogie, a force arises that prevents the axle speed difference from increasing, thus making it impossible to establish a reference speed for controlling the motors. Summary of the Invention

[0003] The purpose of this application is to provide a braking method, system, device, medium, and train that, in the absence of electric braking force, i.e., in the case of air braking, blocks the inverter pulses of the motor, establishes a reference speed based on the train's coasting conditions, and controls the axle speed on the bogies based on the reference speed. This enables control of the axle speed on each bogie during coasting, avoiding the situation where the reference speed cannot be established under air braking conditions.

[0004] To solve the above-mentioned technical problems, this application provides a braking method, including:

[0005] When braking the train, determine whether the train is slipping;

[0006] If skidding occurs, determine whether the braking force of the train includes electric braking force;

[0007] If the electric braking force is not included, the inverter pulses of the motor on the bogie of the train are blocked, a reference speed is established according to the train's coasting conditions, and the axle speed on the bogie is controlled according to the reference speed.

[0008] Preferably, establishing a reference speed based on the train's taxiing conditions and controlling the axle speed on the bogie based on the reference speed includes:

[0009] Determine whether the train's coasting has reached the coasting threshold;

[0010] If the sliding threshold is reached, the braking force of one axle is released in the order of the axles on the bogie, and the speed of the axle that releases the braking force is used as a reference speed to control the speed of the remaining axles on the bogie.

[0011] If the skidding threshold is not reached, a reference speed is calculated based on the desired deceleration and the fastest axle speed on the bogie; wherein the desired deceleration is the deceleration of the train measured when emergency braking is applied to the train on a dry, straight track.

[0012] Preferably, before determining whether the braking force of the train includes electric braking force, the method further includes:

[0013] When the braking force includes both electric braking force and air braking force, if the train slips, the electric braking force is cut off, and the inverter pulses of the motors on the bogies of the train are blocked. A reference speed is established based on the train's slipping condition, and the axle speed on the bogies is controlled based on the reference speed.

[0014] Preferably, before disconnecting the electric braking force, the method further includes:

[0015] Stop replenishing the air braking force, unload the electric braking force to a preset value, and determine whether the train is still slipping after a preset time;

[0016] If slippage still occurs, proceed to the step of cutting off the electric braking force.

[0017] Preferably, after determining that the train has skidded, the method further includes:

[0018] The applied value for the control electric braking force remains unchanged;

[0019] Correspondingly, the preset value is N% of the electric braking force application value, where 0 < N < 100, and N is positively correlated with the preset time.

[0020] Preferably, when the train is braking in a hybrid braking mode, the braking force includes the electric braking force and the air braking force.

[0021] Preferably, when the braking of the train is a superposition of air braking mode and hybrid braking mode, the braking force includes the electric braking force and the air braking force, and the air braking force is the maximum value of the first air braking force provided by the air braking mode and the second air braking force provided by the hybrid braking mode.

[0022] Preferably, determining whether the train is slipping includes:

[0023] The shaft speed of the motor on the bogie and the wheel speed of the train are detected;

[0024] The difference between the axle speed and the wheel speed is used to determine whether the train is slipping.

[0025] To address the aforementioned technical problems, this application also provides a braking system, comprising:

[0026] The first judgment unit is used to determine whether the train is slipping when braking the train;

[0027] The second judgment unit is used to determine whether the braking force of the train includes electric braking force when the train is sliding.

[0028] The first execution unit is configured to, when the braking force does not include the electric braking force, block the inverter pulses of the motor on the bogie of the train, establish a reference speed according to the train's coasting conditions, and control the axle speed on the bogie according to the reference speed.

[0029] To address the aforementioned technical problems, this application also provides a braking device, comprising:

[0030] Memory, used to store computer programs;

[0031] A processor, used to implement the steps of the braking method as described above when storing a computer program.

[0032] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the braking method described above.

[0033] To address the aforementioned technical problems, this application also provides a train, including the aforementioned braking device.

[0034] This application provides a braking method relating to the field of rail transit. When braking a train, it is determined whether the train is slipping; if slipping occurs, it is determined whether the braking force includes electric braking force; if not, the inverter pulses of the motors on the bogies are blocked, and a reference speed is established based on the train's slipping condition. The axle speed on the bogies is then controlled based on this reference speed. Therefore, in the absence of electric braking force (i.e., under air braking), this application blocks the inverter pulses of the motors, establishes a reference speed based on the train's slipping condition, and controls the axle speed on the bogies based on this reference speed. This allows for control of the axle speed on each bogie during slipping, avoiding the situation where a reference speed cannot be established under air braking conditions.

[0035] This application also provides a braking system, device, medium, and train that have the same beneficial effects as the braking method described above. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the prior art and embodiments 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.

[0037] Figure 1 A schematic flowchart of a braking method provided in this application;

[0038] Figure 2 This application provides a schematic diagram of the control logic under pure air braking mode;

[0039] Figure 3 This application provides a schematic diagram of control logic under a hybrid braking mode.

[0040] Figure 4 A schematic diagram of control logic under air braking and hybrid braking modes provided in this application;

[0041] Figure 5 A structural block diagram of a braking system provided in this application;

[0042] Figure 6 This application provides a structural block diagram of a braking device. Detailed Implementation

[0043] The core of this application is to provide a braking method, system, device, medium, and train that blocks the inverter pulses of the motor in the absence of electric braking force, i.e., in the case of air braking, establishes a reference speed based on the train's coasting conditions, and controls the axle speed on the bogies based on the reference speed. This enables control of the axle speed on each bogie during coasting, avoiding the situation where the reference speed cannot be established under air braking conditions.

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] Please refer to Figure 1 , Figure 1 A flowchart illustrating a braking method provided in this application, the method comprising:

[0046] S11: When braking the train, determine whether the train is slipping;

[0047] Specifically, this application mainly addresses the problem that, under air braking conditions, if the train slips, it will be impossible to establish a reference speed for the motor.

[0048] Based on this, this application first determines whether the train is skidding. If skidding occurs, subsequent steps related to establishing a reference speed are executed; otherwise, it is handled in a conventional manner.

[0049] As a preferred embodiment, determining whether the train is slipping includes:

[0050] Detect the axle speed of the motor on the bogie and the wheel speed of the train;

[0051] The difference between axle speed and wheel speed is used to determine whether the train is slipping.

[0052] Specifically, the method for determining whether a train is slipping in this application is as follows: by detecting the wheel speed of the train and the shaft speed of the motor on the bogie, the difference between the two is used to determine whether the train is slipping. Under normal circumstances, when the difference between the two reaches a threshold, it is determined that the train has slipped.

[0053] The specific unit that detects whether the train is slipping can be the traction control unit in the braking system, and this application does not limit it here.

[0054] S12: If skidding occurs, determine whether the train's braking force includes electric braking force;

[0055] Specifically, since this application addresses the situation where the train is coasting and using air braking, when the train is determined to be coasting, it is necessary to determine whether the train's braking force includes electric braking force. If it includes electric braking force, the total braking force of the train is reduced by unloading the electric braking force. If the train does not have electric braking force, it means that the train's current braking force is entirely air braking force, and the step of establishing a reference speed is then initiated.

[0056] S13: If electric braking force is not included, the inverter pulse of the motor on the bogie of the train is blocked, a reference speed is established according to the train's skidding conditions, and the axle speed on the bogie is controlled according to the reference speed.

[0057] Specifically, when the braking force of the train does not include electric braking force as determined above, it means that the braking force of the train only includes air braking force. In this case, it can be the air braking force provided in pure air braking mode, or it can be the air braking force provided in mixed braking mode by cutting off electric braking force so that the braking force of the train only includes air braking force. The specific operating condition is not limited here.

[0058] In the case of air braking, adjusting the motor shaft speed is necessary to prevent train slippage. However, since the control of the train's motors uses a driving control mode, forces arise that prevent the speed difference between the motors from increasing, making it impossible to establish a reference speed.

[0059] In this application, by blocking the inverter pulses of the motor, the force that prevents the speed difference between the motors from increasing is prevented, so as to establish a reference speed according to the taxiing conditions, and then control the shaft speed on the bogie. Through the method in this application, the shaft speed on each bogie can be controlled during taxiing, avoiding the situation where the reference speed cannot be established under air braking conditions.

[0060] As a preferred embodiment, a reference speed is established based on the train's taxiing conditions, and the axle speed on the bogie is controlled based on the reference speed, including:

[0061] Determine whether the train's coasting has reached the coasting threshold;

[0062] If the skidding threshold is reached, the braking force of one axle is released in sequence on the bogie, and the speed of the axle that releases the braking force is used as a reference speed to control the speed of the remaining axles on the bogie.

[0063] If the skidding threshold is not reached, the reference speed is calculated based on the desired deceleration and the fastest axle speed on the bogie; where the desired deceleration is the train deceleration measured when service braking, rapid braking and emergency braking are applied to the train on a dry and straight track.

[0064] Specifically, the method for generating reference speed based on the aforementioned taxiing conditions is as follows: The method for establishing the reference speed is determined by the severity of the train's taxiing. When the train's taxiing reaches the taxiing threshold (e.g., when the adhesion coefficient is below 0.03), it is considered a significant taxiing. At this point, the braking force of one axle is released sequentially along the steering axle. The speed of this axle gradually recovers, and its speed is used as the reference speed to control the speeds of the remaining axles on the bogie to alleviate the train's taxiing problem. If, after releasing the braking force of the first axle in sequence, the train's taxiing is alleviated, but if the train experiences severe taxiing a second time, the braking force of the second axle can be released sequentially, and its speed used as the reference speed, and so on.

[0065] When the train's slippage does not reach the slippage threshold (e.g., when the adhesion coefficient is not less than 0.03), the slippage is considered relatively small. In this case, a reference speed is calculated based on the desired deceleration and the fastest axle speed on the bogie, and this speed is used to control the axle speed on the bogie. The desired deceleration is the train deceleration measured on a dry, straight track when service braking, rapid braking, and emergency braking are applied. It can be the deceleration corresponding to emergency braking at the maximum speed or certain intermediate speeds.

[0066] As a preferred embodiment, before determining whether the braking force of the train includes electric braking force, the following steps are also taken:

[0067] When braking force includes electric braking force and air braking force, if the train slips, the electric braking force is cut off, and the inverter pulse of the motor on the bogie of the train is blocked. A reference speed is established according to the train's slipping condition, and the axle speed on the bogie is controlled according to the reference speed.

[0068] Specifically, when a train begins to skid, if the train's braking force includes both electric and air braking forces, the electric braking force is cut off to reduce the train's total braking force. In other words, the braking is completely handed over to the air braking system, and the process of establishing a reference speed is initiated.

[0069] As a preferred embodiment, when the train is braking in a hybrid braking mode, the braking force includes both electric braking force and air braking force.

[0070] Specifically, when the braking force of the train includes both electric braking force and air braking force, it can operate in a hybrid braking mode. In this mode, electric braking force takes priority, and air braking force supplements it when electric braking force is insufficient.

[0071] In a preferred embodiment, when the train's braking is a superposition of air braking mode and hybrid braking mode, the braking force includes electric braking force and air braking force, and the air braking force is the maximum value of the first air braking force provided by the air braking mode and the second air braking force provided by the hybrid braking mode.

[0072] Specifically, when the train's braking force includes both electric and air braking forces, it can also operate in a superposition of air braking mode and hybrid braking mode. In this case, the brake controller generates pure air braking force, which is the first air braking force described above. The driver controller generates electric braking force, and when the electric braking force is insufficient, it generates air braking force (the second air braking force described above). The first air braking force generated by the brake controller and the second air braking force generated by the driver controller are compared, and the larger one is executed. That is, in the case of superposition of air braking mode and hybrid braking mode, if the train's braking force includes both electric and air braking forces, then this air braking force is the larger of the first and second air braking forces.

[0073] As a preferred embodiment, before the electric braking force is removed, the following steps are also included:

[0074] Stop supplementing air braking force, unload electric braking force to a preset value, and determine whether the train is still slipping after a preset time;

[0075] If slippage still occurs, proceed to the step of cutting off the electric braking force.

[0076] Specifically, when the train's braking force includes both electric and air braking forces, if train slippage is detected, the replenishment of air braking force is stopped while the electric braking force is unloaded to reduce the train's total braking force and prevent further slippage. After the electric braking force is unloaded to a preset value, if the train continues to slip after a preset time, it indicates that the train's braking force is still too large. At this point, the process directly proceeds to the step of cutting off the electric braking force, completely unloading it, and handing over full control of the train's slippage to the air anti-skid system.

[0077] As a preferred embodiment, after determining that the train has skidded, the method further includes:

[0078] The applied value for the control electric braking force remains unchanged;

[0079] Correspondingly, the preset value is N% of the electric braking force application value, where 0 < N < 100, and N is positively correlated with the preset time.

[0080] Specifically, after determining that the train is sliding, the process proceeds to unload the electric braking force. When the electric braking force is unloaded to a preset value (specifically, when it is unloaded to N% of the requested electric braking force value), after a preset time, it is determined whether the train is still sliding. If it is sliding, the electric braking force is directly cut off.

[0081] The preset time is positively correlated with N; that is, the larger N is, the longer the preset time. For example, when the electric braking force is unloaded to between 30% and 85% of the requested electric braking force value, the preset time can be 2 seconds; when the electric braking force is unloaded to below 30% of the requested electric braking force value, the preset time can be 100 ms.

[0082] Based on the above embodiments:

[0083] Please refer to Figure 2 , Figure 2 This application provides a schematic diagram of the control logic under a pure air braking mode. Both the brake controller and the driver controller generate air braking force. The brake control unit detects whether the wheels are slipping. If no slippage occurs, the detection continues; otherwise, the traction control unit blocks the motor pulses and releases the axle braking force of the reference motor. The axle speed of the reference motor is used as the reference speed of the air anti-slip control unit to control the anti-slip exhaust valve, thereby adjusting the brake cylinder to regulate the braking force until the train's slippage is relieved, i.e., the train's speed is restored.

[0084] Please refer to Figure 3 , Figure 3 A schematic diagram of the control logic under a hybrid braking mode provided in this application. The driver controller is used to generate electric braking force and air braking force. The driver controller realizes closed-loop regulation of electric braking force through the brake control unit, the central control unit and the traction control unit. When the electric braking force is equal to the electric braking force application value, it detects whether the wheel is slipping. If no slipping occurs, it continues to detect. Otherwise, it unloads the electric braking force. If slipping still occurs, it cuts off the electric braking force and blocks the motor pulse. It releases the braking force of one axle in sequence and uses the axle speed of this axle as the reference speed of the air anti-skid control unit to control the anti-skid exhaust valve, and then adjusts the brake cylinder to adjust the braking force until the train slips and the speed of the train is restored. Unloading the electric braking force includes: (1) unloading the electric braking force and unloading the electric braking force to 85% of the electric braking force application value. If the train slips and the slipping is relieved, that is, the train does not slip, then at this time, the electric anti-skid system and the air anti-skid system are controlled simultaneously and managed by themselves. That is, at this time, the braking force of the train includes electric braking force and air braking force. (2) If the train's slippage is not relieved, the electric braking force is unloaded to 30%-85% of the requested electric braking force value. If the train's slippage is still not relieved after 2 seconds, the electric braking force is cut off and the motor inverter pulse is blocked. The air anti-skid system directly controls the train based on the reference speed. (3) If the electric braking force is unloaded to less than 30% of the requested electric braking force value, and the train's slippage is still not relieved after 100ms, the electric braking force is cut off and the motor inverter pulse is blocked. The air anti-skid system directly controls the train based on the reference speed.

[0085] Please refer to Figure 4 , Figure 4 This application provides a control logic diagram for air braking and hybrid braking modes. The driver controller generates electric braking force and a second air braking force, while the brake controller generates a first air braking force. If the brake cylinder pressure generated by the brake controller is less than 100 kPa (i.e., the air braking force is considered small, but the criterion is not limited to whether the brake cylinder pressure is less than 100 kPa), the electric braking force and the air braking force are superimposed, and the air braking force generated by the brake controller is compared with that generated by the driver controller, and the larger one is executed. If the brake cylinder pressure generated by the brake controller is greater than 100 kPa (i.e., the air braking force is considered large), the BCU cuts off the electric braking force, and the air braking force generated by the brake controller is compared with that generated by the driver controller, and the larger one is executed. In both operating conditions described above, when both electric and air braking forces are present, the air anti-skid system and the electric anti-skid system detect, control, and manage themselves simultaneously. When the electric braking force is removed, both the air and electric anti-skid systems detect simultaneously; the electric anti-skid system deactivates and blocks the motor inverter pulses, while the air anti-skid system activates and operates (i.e., it enters the step of controlling the remaining shaft speeds based on the reference speed). Similarly, the method for unloading the electric braking force and the judgment method are the same as described above. Figure 3 The same applies here, and will not be repeated here.

[0086] In summary, this application establishes a reference speed under air braking conditions by blocking the inverter pulses of the motor, releasing the axial braking force of the reference motor with the largest axial braking force, and using the axial speed of the reference motor as the reference speed.

[0087] Furthermore, when the driver switches the control lever from the rapid braking zone to the mixed braking zone, since the locomotive applies maximum pure air braking when the lever is in the rapid braking zone, if the locomotive begins to skid at this time, the air anti-skid system is activated and manages it. Switching the lever to the mixed braking zone then initiates mixed braking, where the air braking force remains at its maximum. If the electric and air anti-skid systems are managed sequentially, the electric anti-skid system will manage first, i.e., unload the electric braking force. At this point, the locomotive has already skidded, and the electric anti-skid system detects deep skidding and unloads the electric braking force. Meanwhile, the brake control unit is requesting electric braking force, so the traction control unit will not apply it. Because the air braking force is at its maximum, the air anti-skid system disengages, and wheel skidding worsens. When the electric anti-skid system fails and sends a signal to the air anti-skid system to take over, the wheels are already locked and skidding, resulting in wheel abrasion. In summary, the existing logic control method of switching from electric anti-skid to air anti-skid when it fails cannot prevent wheel lock-up.

[0088] This application employs a logic that simultaneously detects, controls, and manages both the air anti-skid system and the electric anti-skid system. This solves the problem of anti-skid logic control in air braking mode and hybrid braking mode where there is no network communication or hard-wired electrical interface between the electric and air anti-skid systems. It can safely and effectively prevent wheel lock-up and wheel abrasion under various complex conditions when switching from air braking mode, hybrid braking mode, and rapid braking mode to hybrid braking mode.

[0089] To address the aforementioned technical problems, this application also provides a braking system, please refer to... Figure 5 , Figure 5 A structural block diagram of a braking system provided in this application, the system comprising:

[0090] The first judgment unit 51 is used to determine whether the train is slipping when braking the train;

[0091] The second judgment unit 52 is used to determine whether the braking force of the train includes electric braking force when the train is sliding.

[0092] The first execution unit 53 is used to block the inverter pulse of the motor on the bogie of the train when the braking force does not include the electric braking force, establish a reference speed according to the train's skidding conditions, and control the axle speed on the bogie according to the reference speed.

[0093] For a description of the braking system, please refer to the above embodiments; this application will not repeat it here.

[0094] To solve the above-mentioned technical problems, this application also provides a braking device, please refer to... Figure 6 , Figure 6 A structural block diagram of a braking device provided in this application, the device comprising:

[0095] Memory 61 is used to store computer programs;

[0096] The processor 62 is configured to implement the steps of the braking method described above when storing a computer program.

[0097] For a description of the braking device, please refer to the above embodiments; this application will not repeat it here.

[0098] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the braking method described above. For a description of the computer-readable storage medium, please refer to the above embodiments; further details will not be repeated here.

[0099] To address the aforementioned technical problems, this application also provides a train, including the aforementioned braking device. For a description of the train, please refer to the above embodiments; further details will not be repeated here.

[0100] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0101] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking method, characterized in that, include: When braking the train, determine whether the train is slipping; If skidding occurs, determine whether the braking force of the train includes electric braking force; If the electric braking force is not included, it is determined that the current braking force of the train only includes the air braking force. The inverter pulse of the motor on the bogie of the train is blocked. A reference speed is established according to the train's coasting condition, and the axle speed on the bogie is controlled according to the reference speed. If the braking force includes both electric braking force and air braking force, then the electric braking force is cut off, and the process proceeds to the step of blocking the inverter pulse of the motor on the bogie of the train, establishing a reference speed according to the train's coasting conditions, and controlling the axle speed on the bogie according to the reference speed. Establishing a reference speed based on the train's taxiing conditions, and controlling the axle speed on the bogie based on the reference speed, including: Determine whether the train's coasting has reached the coasting threshold; If the sliding threshold is reached, the braking force of one axle is released in the order of the axles on the bogie, and the speed of the axle that releases the braking force is used as a reference speed to control the speed of the remaining axles on the bogie. If the skidding threshold is not reached, a reference speed is calculated based on the desired deceleration and the fastest axle speed on the bogie; wherein the desired deceleration is the deceleration of the train measured when emergency braking is applied to the train on a dry, straight track.

2. The braking method as described in claim 1, characterized in that, Before the electric braking force is removed, the method further includes: Stop replenishing the air braking force, unload the electric braking force to a preset value, and determine whether the train is still slipping after a preset time; If slippage still occurs, proceed to the step of cutting off the electric braking force.

3. The braking method as described in claim 2, characterized in that, After determining that the train has skidded, the process also includes: The applied value for the control electric braking force remains unchanged; Correspondingly, the preset value is N% of the electric braking force application value, where 0 < N < 100, and N is positively correlated with the preset time.

4. The braking method as described in claim 1, characterized in that, When the train is braking in a hybrid braking mode, the braking force includes both the electric braking force and the air braking force.

5. The braking method as described in claim 1, characterized in that, When the train's braking is a superposition of air braking mode and hybrid braking mode, the braking force includes the electric braking force and the air braking force, and the air braking force is the maximum value of the first air braking force provided by the air braking mode and the second air braking force provided by the hybrid braking mode.

6. The braking method according to any one of claims 1-5, characterized in that, Determining whether the train is slipping includes: The shaft speed of the motor on the bogie and the wheel speed of the train are detected; The difference between the axle speed and the wheel speed is used to determine whether the train is slipping.

7. A braking system, characterized in that, include: The first judgment unit is used to determine whether the train is slipping when braking the train; The second judgment unit is used to determine whether the braking force of the train includes electric braking force when the train is sliding. The first execution unit is configured to, when the braking force does not include the electric braking force, block the inverter pulses of the motor on the bogie of the train, establish a reference speed according to the train's coasting conditions, and control the axle speed on the bogie according to the reference speed; when the braking force includes both the electric braking force and the air braking force, disconnect the electric braking force and proceed to the steps of blocking the inverter pulses of the motor on the bogie of the train, establishing a reference speed according to the train's coasting conditions, and controlling the axle speed on the bogie according to the reference speed. A reference speed is established based on the train's taxiing conditions, and the axle speed on the bogie is controlled based on the reference speed. This includes: determining whether the train's taxiing degree has reached a taxiing threshold; if the taxiing threshold is reached, releasing the braking force of one axle in sequence on the bogie, and using the axle speed of the released axle as the reference speed to control the speed of the remaining axles on the bogie; if the taxiing threshold is not reached, calculating the reference speed based on the desired deceleration and the fastest axle speed on the bogie; wherein, the desired deceleration is the train deceleration measured when emergency braking is applied to the train on a dry, straight track.

8. A braking device, characterized in that, include: Memory, used to store computer programs; A processor, configured to, when executing a computer program, implement the steps of the braking method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the braking method as described in any one of claims 1-6.

10. A train, characterized in that, Includes the braking device as described in claim 8.

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