Braking method, device and system for a motor train unit vehicle

Abstract

The application provides a brake method, device and system for a motor train unit. The method comprises the following steps: sending the electric brake capacity of the motor train and the total brake capacity of the vehicle to the motor train control unit, so that the motor train control unit determines the electric brake proportion of each motor train according to the electric brake capacity and the required brake force of the motor train unit, and determines the total brake capacity use proportion of each motor train according to the total brake capacity and the required brake force of the motor train unit; determining a first electric brake application value according to the electric brake proportion and the electric brake capacity, and determining a second electric brake application value according to the total brake capacity use proportion and the electric brake capacity; determining a deviation proportion according to the wheel-rail state data, the weather data and the wheel pair sliding data; determining a target electric brake application value according to the deviation proportion, the first electric brake application value and the second electric brake application value; and sending the target electric brake application value to the traction control unit to brake according to the target electric brake force applied by the traction control unit, so that the brake efficiency of the motor train unit can be improved.

Description

Technical Field

[0001] This invention relates to the field of high-speed train technology, specifically to a braking method, device, and system for high-speed train vehicles. Background Technology

[0002] Braking force distribution is one of the core functions of EMU braking control, specifically calculated and implemented in the Electronic Brake Control Unit (EBCU). Based on the braking force type and capacity of each vehicle (including motor cars and trailer cars) in the EMU, and targeting adhesion priority or wear priority, it distributes braking force to each car. Current EMU braking force types are mainly divided into electric braking and air braking. Electric braking is a regenerative braking system located in the motor car, which decelerates the vehicle by reversing the generator to generate electricity. The electric braking force of each motor car is affected by the specific characteristics of its traction system, calculated by the Traction Control Unit (TCU) and sent to the EBCU. Air braking is distributed across all cars in the train, decelerating the vehicle through friction between the brake discs and the friction pairs. Its capacity depends on the theoretical adhesion limit between the wheel and rail and the difference in the number of brake discs between cars. Braking force distribution modes are mainly divided into normal sub-mode and proportional sub-mode based on adhesion or wear priority targets. The normal sub-mode is used when wheel-rail adhesion is good. In this case, the train prioritizes the use of electric braking, that is, it first makes full use of the electric braking capacity of the motor car, and the remaining insufficient part is supplemented by the air braking of each car to reduce the wear of the friction pair. Proportional braking is a mode that applies braking force according to the weight ratio of each car. It is used for operating conditions with poor adhesion, such as rain or snow, to avoid the vehicle skidding caused by excessive braking force due to the concentration of braking force on a certain car. In proportional mode, the electric braking of the motor car can meet the braking force requirements of the car under most operating conditions, while the trailer can only use air braking. Therefore, the wear of the trailer is greater than that in the normal sub-mode.

[0003] Existing EMU braking force distribution methods can adjust air braking force and electric braking force in each car and apply them in different modes. However, with the continuous changes in on-site operational needs and the further requirements for braking force distribution functions in future EMUs, the current EMU braking force distribution function still has the following shortcomings that need improvement:

[0004] In existing braking force distribution modes, the normal sub-mode prioritizes the use of the motor's electric braking. At medium braking levels, this can lead to situations where the motor's braking capacity is almost fully utilized, while the trailer only applies a small amount of air braking. Under low adhesion conditions, this can easily cause the motor to coast due to the imbalance of braking forces between the motor and trailer. The proportional sub-mode aims to apply braking force proportionally to all cars. In this mode, the motor applies electric braking, while the trailer can only apply air braking, which can easily lead to excessive wear on the trailer's friction pairs. In practical applications, situations often arise that fall between the normal and proportional sub-modes, and switching between the two modes cannot achieve optimal utilization of wear / adhesion. Summary of the Invention

[0005] The main objective of this invention is to provide a braking method, device, and system for high-speed trains to achieve optimal utilization between wear and adhesion, thereby improving the braking efficiency of high-speed trains.

[0006] To achieve the above objectives, embodiments of the present invention provide a braking method for high-speed trains, comprising:

[0007] The electric braking capacity of each train and the total braking capacity of the train are sent to the train control unit so that the train control unit can determine the electric braking ratio of each train based on the electric braking capacity of each train and the braking force required by the train, and determine the proportion of the total braking capacity of each train to be used based on the total braking capacity of each train and the braking force required by the train.

[0008] The first electric braking request value is determined based on the electric braking ratio and electric braking capacity of the train control unit, and the second electric braking request value is determined based on the total braking capacity utilization ratio and electric braking capacity of the train control unit.

[0009] The offset ratio is determined based on wheel-rail condition data, weather data, and wheelset skidding data;

[0010] The target electric braking request value is determined based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0011] The target electric braking request value is sent to the traction control unit to brake the train set according to the target electric braking force applied by the traction control unit.

[0012] In one embodiment, it further includes:

[0013] The brake cylinder adjustment pressure is determined based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure.

[0014] The original brake cylinder pressure is adjusted according to the brake cylinder adjustment pressure.

[0015] In one embodiment, determining the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure includes:

[0016] Determine whether the speed difference adjustment conditions are met based on the reference speed, shaft speed, and speed difference.

[0017] When the speed difference adjustment conditions are met, the brake cylinder adjustment pressure is determined based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure.

[0018] In one embodiment, it further includes:

[0019] The remaining braking capacity is sent to the EMU control unit so that the EMU control unit can determine the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train.

[0020] The braking of the EMU (Electric Multiple Unit) vehicles is performed based on the compensating braking force from the EMU control unit.

[0021] This invention also provides a braking device for high-speed trains, comprising:

[0022] The first transmitting module is used to transmit the electric braking capacity of the train and the total braking capacity of the vehicles to the train set control unit, so that the train set control unit can determine the electric braking ratio of each train according to the electric braking capacity of each train and the braking force required by the train set, and determine the utilization ratio of the total braking capacity of each train according to the total braking capacity of each vehicle and the braking force required by the train set.

[0023] The electric braking application value module is used to determine a first electric braking application value based on the electric braking ratio and electric braking capacity from the train control unit, and to determine a second electric braking application value based on the total braking capacity utilization ratio and electric braking capacity from the train control unit.

[0024] The offset ratio module is used to determine the offset ratio based on wheel-rail status data, weather data, and wheelset skidding data.

[0025] The target electric braking request value module is used to determine the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0026] The second sending module is used to send the target electric braking request value to the traction control unit so that the train can brake according to the target electric braking force applied by the traction control unit.

[0027] In one embodiment, it further includes:

[0028] The brake cylinder adjustment pressure determination module is used to determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure.

[0029] The brake cylinder pressure adjustment module is used to adjust the original brake cylinder pressure according to the brake cylinder adjustment pressure.

[0030] In one embodiment, the brake cylinder regulating pressure determination module includes:

[0031] The judgment unit is used to determine whether the speed difference adjustment conditions are met based on the reference speed, shaft speed, and speed difference.

[0032] The brake cylinder adjustment pressure determination unit is used to determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure when the speed difference adjustment conditions are met.

[0033] In one embodiment, it further includes:

[0034] The third transmitting module is used to transmit the remaining braking capacity to the EMU control unit so that the EMU control unit can determine the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train.

[0035] The braking module of a high-speed train is used to brake the train according to the compensating braking force from the train control unit.

[0036] This invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the braking method for the high-speed train.

[0037] This invention also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the braking method for the high-speed train.

[0038] This invention also provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the braking method for the high-speed train.

[0039] This invention also provides a braking system for high-speed trains, comprising:

[0040] Braking devices for multiple EMU vehicles as described above;

[0041] The train control unit is used to determine the electric braking ratio of each train car based on the electric braking capacity of the braking device of each train car and the braking force required by the train set, and to determine the total braking capacity utilization ratio of each train car based on the total braking force of each car and the braking force required by the train set.

[0042] The traction control unit is used to apply target electric braking force according to the target electric braking request value from the braking device of the train set vehicle.

[0043] The braking method, device, and system for EMU vehicles in this embodiment of the invention first determines a first electric braking request value and a second electric braking request value based on the electric braking capacity and the ratio of electric braking from the EMU control unit to the total braking capacity utilization ratio, respectively. Then, it determines the offset ratio based on wheel-rail status data, weather data, and wheelset slippage data. Finally, it determines the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends it to the traction control unit so that the EMU vehicle can be braked according to the target electric braking force applied by the traction control unit. This can achieve optimal utilization between wear and adhesion, and improve the braking efficiency of the EMU vehicle. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a hierarchy diagram of the braking method for high-speed trains in this embodiment of the invention;

[0046] Figure 2 This is a flowchart illustrating the use of the braking method for high-speed trains in an embodiment of the present invention.

[0047] Figure 3 This is a flowchart of the braking method for EMU vehicles in an embodiment of the present invention;

[0048] Figure 4 This is a flowchart of adjusting the brake cylinder pressure in an embodiment of the present invention;

[0049] Figure 5 This is a flowchart of S201 in an embodiment of the present invention;

[0050] Figure 6 This is a flowchart of the compensation braking force in an embodiment of the present invention;

[0051] Figure 7 This is a flowchart of the gliding loss compensation technology in an embodiment of the present invention;

[0052] Figure 8 This is a structural block diagram of the braking device of a high-speed train in an embodiment of the present invention;

[0053] Figure 9 This is a schematic block diagram illustrating the system configuration of the electronic device 9600 according to an embodiment of this application.

[0054] Figure 10 This is a schematic diagram of the braking system of the EMU vehicle in an embodiment of the present invention. Detailed Implementation

[0055] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0056] Those skilled in the art will recognize that embodiments of the present invention can be implemented as a system, apparatus, device, method, or computer program product. Therefore, this disclosure can be specifically implemented in the following forms: entirely hardware, entirely software (including firmware, resident software, microcode, etc.), or a combination of hardware and software.

[0057] Figure 1 This is a hierarchical diagram of the braking method for high-speed trains in this embodiment of the invention. Figure 2 This is a flowchart illustrating the braking method for high-speed trains in an embodiment of the present invention. Figures 1-2 As shown, given that existing technologies cannot achieve optimal utilization of wear / adhesion, this invention provides a braking method for high-speed trains, including skid loss compensation technology, stepless switching braking mode technology, and axle speed difference pre-control technology, which can achieve optimal utilization between wear and adhesion and improve the braking efficiency of high-speed trains.

[0058] like Figure 1 As shown, the stepless braking mode switching technology and the coasting loss compensation technology are train-level technologies, requiring scheduling and control by the train-level EBCU (Electric Multiple Unit Control Unit). The axle speed difference pre-control technology is a single-car technology, controlled within the vehicle's EBCU. There is a progressive relationship between the axle speed difference pre-control technology and the coasting loss compensation technology. The axle speed difference pre-control technology redistributes the braking force among the four axles of the train before coasting occurs. If this redistribution is ineffective and the train still coasts, further compensation for the braking force lost during single-car anti-skid activation is needed through the coasting loss compensation technology. The stepless braking mode switching technology is a comprehensive adjustment for the current adhesion situation of the entire train. When the stepless braking mode switching technology is used appropriately, the frequency of use of the coasting loss compensation technology and the axle speed difference pre-control technology can be reduced.

[0059] like Figure 2 As shown, the continuously variable braking mode (CVM) switching technology is located in the brake force distribution mode selection module. Compared with existing technologies, it allows the vehicle to continuously adjust the brake force distribution results between normal mode and proportional mode. The coasting loss compensation technology needs to distribute the lost braking force to other normal vehicles. It includes full-train-level distribution and single-vehicle-level application calculation and application control, equivalent to... Figure 2The last three steps in the diagram are not constrained by existing processes when in use. Axle speed difference pre-control technology allows braking force to be adjusted across the four axles of a single vehicle, equivalent to single-vehicle-level air brake application control, but it is also not constrained by the process shown in the diagram.

[0060] The present invention will now be described in detail with reference to the accompanying drawings.

[0061] Figure 3 This is a flowchart of the braking method for high-speed trains in an embodiment of the present invention. For example... Figure 3 As shown, the braking methods for high-speed trains include:

[0062] S101: The electric braking capacity of the motor car and the total braking capacity of the vehicle are sent to the EMU control unit so that the EMU control unit can determine the electric braking ratio of each motor car based on the electric braking capacity of each motor car and the braking force required by the EMU, and determine the proportion of the total braking capacity used by each motor car based on the total braking capacity of each vehicle and the braking force required by the EMU.

[0063] S102: Determine the first electric braking request value based on the electric braking ratio and electric braking capacity of the train control unit, and determine the second electric braking request value based on the total braking capacity utilization ratio and electric braking capacity of the train control unit.

[0064] In practice, the train control unit (train-level EBCU) compares the total braking force required for the entire train with the sum of the electric braking capabilities from the EBCUs of each train. When the sum of the electric braking capabilities exceeds the total braking force required for the entire train, the electric braking ratio for each train is determined based on the electric braking capabilities and the total braking force required for each train. Each train's EBCU then calculates the first electric braking request value to be applied based on the ratio and the electric braking force it possesses. When the sum of the electric braking capabilities is less than or equal to the total braking force required for the entire train, the electric braking utilization rate is 100%, and each train requests 100% of the braking force. The first electric braking request value is the electric braking capability.

[0065] The EMU control unit (train-level EBCU) determines the total braking capacity utilization ratio of each EMU based on the sum of the total braking force required for the entire train (the braking force required for the EMU) and the braking capacity (including electric braking force and air braking force) from each vehicle. Each EMU's EBCU calculates the total braking request value based on the ratio value and the total braking force it possesses. When the total braking request value is less than the electric braking capacity it possesses, the second electric braking request value is the total braking request value. When the total braking request value is greater than or equal to the electric braking capacity it possesses, the second electric braking request value is the electric braking capacity it possesses.

[0066] S103: Determine the offset ratio based on wheel-rail condition data, weather data, and wheelset skidding data.

[0067] Wherein, the offset ratio P mThe value range is 0-100%. This invention allows P to be continuously switched via braking mode technology. m The maximum and minimum values ​​are continuously adjusted to balance wear and adhesion by adjusting the concentration of electric braking on the train.

[0068] When wheel-rail adhesion is good, P m Taking the maximum value of 100%, when wheel-rail adhesion deteriorates but wear-priority operation is still possible, such as in high humidity or frosty / foggy mornings in winter, P m It is 50%-70%. When the wheel-rail condition is very poor, such as in snowy weather or when there is oil or other deposits on the track, P m It can be 10%-40%; if the wheel-rail condition is extremely poor, wheelset slippage is very likely to occur, or a large number of wheelset slippages have already occurred, then P can be... m Set to 0.

[0069] S104: Determine the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0070] In practice, the target electric braking application value can be determined using the following formula:

[0071] T a =T p +(T n -T p )P m ;

[0072] Among them, T a For the target electric braking application value, T p For the second electric braking application value, T n This is the first electric braking application value.

[0073] S105: Send the target electric braking request value to the traction control unit to brake the EMU vehicle according to the target electric braking force applied by the traction control unit.

[0074] Figure 3 The braking method of the illustrated EMU (Electric Multiple Unit) can be implemented by the EBCU (Electric Braking Unit) located on each EMU. Figure 3As shown in the process, the braking method of the EMU vehicle in this embodiment of the invention first determines the first electric braking request value and the second electric braking request value based on the electric braking capacity and the ratio of electric braking from the EMU control unit to the total braking capacity utilization ratio, respectively. Then, it determines the offset ratio based on wheel-rail status data, weather data, and wheelset slippage data. Finally, it determines the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends it to the traction control unit so that the EMU vehicle can be braked according to the target electric braking force applied by the traction control unit. This can achieve optimal utilization between wear and adhesion and improve the braking efficiency of the EMU vehicle.

[0075] When one of the four axles of this car or some cars in the whole train slips, the anti-slip control system will reduce the electric braking application value or directly reduce the air braking force application value until the slippage is restored. This process will reduce the braking force of the entire train. In some extreme conditions, such as snow or rain, the driver may even feel no braking force, which will increase the braking distance of the train. If the driver applies emergency braking at this time, it will also easily reduce the operating efficiency.

[0076] To solve the above-mentioned technical problems, this application achieves pre-control of axle speed difference by adjusting the brake cylinder pressure. When the adhesion between the four axles of the train is different, the adhesion of a certain axle deteriorates, and the speed difference between the axle speed and the reference speed does not meet the conditions for anti-slip activation, the braking force can be redistributed among the four axles through the axle speed difference pre-control technology, thereby reducing the possibility of anti-slip activation and the waste of braking force.

[0077] Figure 4 This is a flowchart illustrating the adjustment of brake cylinder pressure in an embodiment of the present invention. For example... Figure 4 As shown, the braking methods for high-speed trains also include:

[0078] S201: Determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure.

[0079] Figure 5 This is a flowchart of S201 in an embodiment of the present invention. For example... Figure 5 As shown, S201 includes:

[0080] S301: Determine whether the speed difference adjustment conditions are met based on the reference speed, shaft speed, and speed difference.

[0081] For example, the reference speed is v ref The first axis has a speed of v1, the second axis has a speed of v2, the third axis has a speed of v3, and the fourth axis has a speed of v4. The speed difference is d. v Taking axis 1 as an example, under conditions where anti-slip activation is not met, when the speed difference adjustment condition is met, i.e., v exists... ref -v1>3(vref -v2), v ref -v1>3(v ref -v3), v ref -v1>3(v ref -v4), v ref -v2>d v v ref -v3>d v and v ref -v4>d v When S302 is executed, the axle speed difference pre-control technology is enabled. At this time, the brake cylinder pressure between the four axles is adjusted to achieve the redistribution of braking force.

[0082] S302: When the speed difference adjustment condition is met, the brake cylinder adjustment pressure is determined based on the brake cylinder pressure difference, reference speed, shaft speed and original brake cylinder pressure.

[0083] For example, the original brake cylinder pressure of the four-axle is p o Taking shaft 1 as an example, the adjusted pressure of the four-axis brake cylinder is as follows:

[0084] p a1 =p o -p e

[0085] p a2 =p o +p e (v ref -v2) / (3v ref -(v2+v3+v4))

[0086] p a3 =p o +p e (v ref -v3) / (3v ref -(v2+v3+v4));

[0087] p a4 =p o +p e (v ref -v4) / (3v ref -(v2+v3+v4))

[0088] Where, p a1 To adjust the pressure of the first axle brake cylinder, p a2 To adjust the pressure of the second axle brake cylinder, p a3 To adjust the pressure of the third-axis brake cylinder, p a4 To adjust the pressure of the fourth axle brake cylinder, p e This refers to the minimum resolution caliper action brake cylinder pressure difference value determined according to different vehicle models.

[0089] S202: Adjust the original brake cylinder pressure according to the brake cylinder adjustment pressure.

[0090] Figure 6 This is a flowchart of the compensation braking force in an embodiment of the present invention. Figure 7 This is a flowchart of the skid loss compensation technology in an embodiment of the present invention. For example... Figures 6-7 As shown, the braking methods for high-speed trains also include:

[0091] S401: Send the remaining braking capacity to the EMU control unit so that the EMU control unit can determine the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train.

[0092] Compensation techniques can be used when the number of cars skidding in the entire train is less than or equal to one-quarter of the total number of cars. When a portion of the train loses electric / air braking force due to anti-skid activation, a portion of the lost braking force is distributed to other cars. This compensation is calculated as follows: the sum of the lost braking force F1 and the remaining braking capacity of the other non-skidding cars, F... s Satisfying 2F1, F s At that time, the total compensating braking force F c =F1; when 2F1>F s At that time, the total compensating braking force F c =F s / 2.

[0093] The compensating braking force for each vehicle is determined using the following formula:

[0094]

[0095] Among them, f i For the compensating braking force of the i-th vehicle, A i Let m be the remaining braking capacity of the i-th vehicle, and m be the number of vehicles that have not skidded.

[0096] S402: Braking of the EMU vehicles is performed based on the compensating braking force from the EMU control unit.

[0097] In summary, the braking method for EMU vehicles in this embodiment of the invention first determines a first electric braking request value and a second electric braking request value based on the electric braking capacity and the ratio of electric braking from the EMU control unit to the total braking capacity utilization ratio, respectively. Then, it determines an offset ratio based on wheel-rail status data, weather data, and wheelset slippage data. Finally, it determines a target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends it to the traction control unit so that the EMU vehicles can be braked according to the target electric braking force applied by the traction control unit. This method can achieve optimal utilization between wear and adhesion, and improve the braking efficiency of the EMU vehicles.

[0098] Based on the same inventive concept, this invention also provides a braking device for high-speed trains. Since the principle of this device in solving the problem is similar to that of the braking method for high-speed trains, the implementation of this device can refer to the implementation of the method, and the repeated parts will not be described again.

[0099] Figure 8 This is a structural block diagram of the braking device of a high-speed train in an embodiment of the present invention. Figure 8 As shown, the braking device of the EMU (Electric Multiple Unit) rolling stock includes:

[0100] The first transmitting module is used to transmit the electric braking capacity of the train and the total braking capacity of the vehicles to the train set control unit, so that the train set control unit can determine the electric braking ratio of each train according to the electric braking capacity of each train and the braking force required by the train set, and determine the utilization ratio of the total braking capacity of each train according to the total braking capacity of each vehicle and the braking force required by the train set.

[0101] The electric braking application value module is used to determine a first electric braking application value based on the electric braking ratio and electric braking capacity from the train control unit, and to determine a second electric braking application value based on the total braking capacity utilization ratio and electric braking capacity from the train control unit.

[0102] The offset ratio module is used to determine the offset ratio based on wheel-rail status data, weather data, and wheelset skidding data.

[0103] The target electric braking request value module is used to determine the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0104] The second sending module is used to send the target electric braking request value to the traction control unit so that the train can brake according to the target electric braking force applied by the traction control unit.

[0105] In one embodiment, it further includes:

[0106] The brake cylinder adjustment pressure determination module is used to determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure.

[0107] The brake cylinder pressure adjustment module is used to adjust the original brake cylinder pressure according to the brake cylinder adjustment pressure.

[0108] In one embodiment, the brake cylinder regulating pressure determination module includes:

[0109] The judgment unit is used to determine whether the speed difference adjustment conditions are met based on the reference speed, shaft speed, and speed difference.

[0110] The brake cylinder adjustment pressure determination unit is used to determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure when the speed difference adjustment conditions are met.

[0111] In one embodiment, it further includes:

[0112] The third transmitting module is used to transmit the remaining braking capacity to the EMU control unit so that the EMU control unit can determine the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train.

[0113] The braking module of a high-speed train is used to brake the train according to the compensating braking force from the train control unit.

[0114] In summary, the braking device of the EMU vehicle in this embodiment of the invention first determines the first electric braking request value and the second electric braking request value based on the electric braking capacity and the ratio of electric braking from the EMU control unit to the total braking capacity utilization ratio, respectively. Then, it determines the offset ratio based on wheel-rail status data, weather data, and wheelset slippage data. Finally, it determines the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends it to the traction control unit so that the EMU vehicle can be braked according to the target electric braking force applied by the traction control unit. This can achieve optimal utilization between wear and adhesion, and improve the braking efficiency of the EMU vehicle.

[0115] Figure 9 This is a schematic block diagram illustrating the system configuration of the electronic device 9600 according to an embodiment of this application. Figure 9 As shown, the electronic device 9600 may include a central processing unit 9100 and a memory 9140; the memory 9140 is coupled to the central processing unit 9100. It is worth noting that... Figure 9 This is an example; other types of structures can also be used to supplement or replace this structure to achieve telecommunications functions or other functions.

[0116] In one embodiment, the braking method function of the EMU (Electric Multiple Unit) vehicle can be integrated into the central processing unit 9100. The central processing unit 9100 can be configured to perform the following control:

[0117] The electric braking capacity of each train and the total braking capacity of the train are sent to the train control unit so that the train control unit can determine the electric braking ratio of each train based on the electric braking capacity of each train and the braking force required by the train, and determine the proportion of the total braking capacity of each train to be used based on the total braking capacity of each train and the braking force required by the train.

[0118] The first electric braking request value is determined based on the electric braking ratio and electric braking capacity of the train control unit, and the second electric braking request value is determined based on the total braking capacity utilization ratio and electric braking capacity of the train control unit.

[0119] The offset ratio is determined based on wheel-rail condition data, weather data, and wheelset skidding data;

[0120] The target electric braking request value is determined based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0121] The target electric braking request value is sent to the traction control unit to brake the train set according to the target electric braking force applied by the traction control unit.

[0122] As can be seen from the above description, the braking method for EMU vehicles provided in this application first determines the first electric braking application value and the second electric braking application value based on the electric braking capacity and the ratio of electric braking from the EMU control unit to the total braking capacity utilization ratio, respectively. Then, it determines the offset ratio based on wheel-rail condition data, weather data, and wheelset slippage data. Finally, it determines the target electric braking application value based on the offset ratio, the first electric braking application value, and the second electric braking application value, and sends it to the traction control unit so that the EMU vehicle can be braked according to the target electric braking force applied by the traction control unit. This method can achieve optimal utilization between wear and adhesion, and improve the braking efficiency of the EMU vehicle.

[0123] In another embodiment, the braking device of the EMU can be configured separately from the central processing unit 9100. For example, the braking device of the EMU can be configured as a chip connected to the central processing unit 9100, and the braking method of the EMU can be realized through the control of the central processing unit.

[0124] like Figure 9 As shown, the electronic device 9600 may further include: a communication module 9110, an input unit 9120, an audio processor 9130, a display 9160, and a power supply 9170. It is worth noting that the electronic device 9600 does not necessarily need to include these components. Figure 9 All components shown; in addition, the electronic device 9600 may also include Figure 9 For components not shown, please refer to existing technologies.

[0125] like Figure 9 As shown, the central processing unit 9100, sometimes also referred to as a controller or operating control, may include a microprocessor or other processor device and / or logic device, which receives inputs and controls the operation of various components of the electronic device 9600.

[0126] The memory 9140 may be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It may store the aforementioned failure-related information, and also store a program for executing that information. The central processing unit 9100 may execute the program stored in the memory 9140 to perform information storage or processing, etc.

[0127] Input unit 9120 provides input to central processing unit 9100. Input unit 9120 may be, for example, a keypad or touch input device. Power supply 9170 provides power to electronic device 9600. Display 9160 displays images and text. Display may be, for example, an LCD display, but is not limited thereto.

[0128] The memory 9140 can be a solid-state memory, such as a read-only memory (ROM), random access memory (RAM), a SIM card, etc. It can also be a memory that retains information even when power is off, can be selectively erased, and contains more data; examples of this type of memory are sometimes referred to as EPROMs. The memory 9140 can also be some other type of device. The memory 9140 includes a buffer memory 9141 (sometimes referred to as a buffer). The memory 9140 may include an application / function storage unit 9142 for storing application programs and function programs or processes for executing the operation of the electronic device 9600 via the central processing unit 9100.

[0129] The memory 9140 may also include a data storage unit 9143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 9144 of the memory 9140 may include various drivers for the electronic device's communication functions and / or for performing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0130] The communication module 9110 is a transmitter / receiver 9110 that transmits and receives signals via the antenna 9111. The communication module (transmitter / receiver) 9110 is coupled to the central processing unit 9100 to provide input signals and receive output signals, which can be the same as in a conventional mobile communication terminal.

[0131] Based on different communication technologies, multiple communication modules 9110 can be configured in the same electronic device, such as cellular network modules, Bluetooth modules, and / or wireless LAN modules. The communication module (transmitter / receiver) 9110 is also coupled to a speaker 9131 and a microphone 9132 via an audio processor 9130 to provide audio output via the speaker 9131 and receive audio input from the microphone 9132, thereby realizing typical telecommunications functions. The audio processor 9130 may include any suitable buffer, decoder, amplifier, etc. Additionally, the audio processor 9130 is coupled to a central processing unit 9100, enabling on-device recording via the microphone 9132 and on-device playback of stored sound via the speaker 9131.

[0132] This invention also provides a computer-readable storage medium capable of implementing all steps of the braking method for high-speed trains in the above embodiments, where the execution subject is a server or client. The computer-readable storage medium stores a computer program that, when executed by a processor, implements all steps of the braking method for high-speed trains in the above embodiments. For example, when the processor executes the computer program, it implements the following steps:

[0133] The electric braking capacity of each train and the total braking capacity of the train are sent to the train control unit so that the train control unit can determine the electric braking ratio of each train based on the electric braking capacity of each train and the braking force required by the train, and determine the proportion of the total braking capacity of each train to be used based on the total braking capacity of each train and the braking force required by the train.

[0134] The first electric braking request value is determined based on the electric braking ratio and electric braking capacity of the train control unit, and the second electric braking request value is determined based on the total braking capacity utilization ratio and electric braking capacity of the train control unit.

[0135] The offset ratio is determined based on wheel-rail condition data, weather data, and wheelset skidding data;

[0136] The target electric braking request value is determined based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0137] The target electric braking request value is sent to the traction control unit to brake the train set according to the target electric braking force applied by the traction control unit.

[0138] In summary, the computer-readable storage medium of this invention first determines a first electric braking request value and a second electric braking request value based on the electric braking capacity and the ratio of electric braking to total braking capacity utilization from the train control unit, respectively. Then, it determines an offset ratio based on wheel-rail status data, weather data, and wheelset slippage data. Finally, it determines a target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends it to the traction control unit to brake the train according to the target electric braking force applied by the traction control unit. This can achieve optimal utilization between wear and adhesion, and improve the braking efficiency of the train.

[0139] This invention also provides a computer program product capable of implementing all steps of the braking method for high-speed trains in the above embodiments, where the execution subject is a server or client. The computer program product includes a computer program / instruction, which, when executed by a processor, implements all steps of the braking method for high-speed trains in the above embodiments. For example, when the processor executes the computer program, it implements the following steps:

[0140] The electric braking capacity of each train and the total braking capacity of the train are sent to the train control unit so that the train control unit can determine the electric braking ratio of each train based on the electric braking capacity of each train and the braking force required by the train, and determine the proportion of the total braking capacity of each train to be used based on the total braking capacity of each train and the braking force required by the train.

[0141] The first electric braking request value is determined based on the electric braking ratio and electric braking capacity of the train control unit, and the second electric braking request value is determined based on the total braking capacity utilization ratio and electric braking capacity of the train control unit.

[0142] The offset ratio is determined based on wheel-rail condition data, weather data, and wheelset skidding data;

[0143] The target electric braking request value is determined based on the offset ratio, the first electric braking request value, and the second electric braking request value.

[0144] The target electric braking request value is sent to the traction control unit to brake the train set according to the target electric braking force applied by the traction control unit.

[0145] In summary, the computer program product of this invention first determines the first electric braking request value and the second electric braking request value based on the electric braking capacity and the ratio of electric braking to total braking capacity utilization from the train control unit, respectively. Then, it determines the offset ratio based on wheel-rail status data, weather data, and wheelset slippage data. Finally, it determines the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends it to the traction control unit to brake the train according to the target electric braking force applied by the traction control unit. This can achieve optimal utilization between wear and adhesion, and improve the braking efficiency of the train.

[0146] Based on the same inventive concept, this invention also provides a braking system for high-speed trains. Since the principle of this system in solving the problem is similar to that of the braking method for high-speed trains, the implementation of this system can be referred to the implementation of the method, and the repeated parts will not be described again.

[0147] Figure 10 This is a schematic diagram of the braking system of a high-speed train in an embodiment of the present invention. Figure 10 As shown, the braking system of a high-speed train includes:

[0148] Braking devices for multiple EMU vehicles as described above;

[0149] The train control unit is used to determine the electric braking ratio of each train car based on the electric braking capacity of the braking device of each train car and the braking force required by the train set, and to determine the total braking capacity utilization ratio of each train car based on the total braking force of each car and the braking force required by the train set.

[0150] The traction control unit (TCU) is used to apply target electric braking force based on the target electric braking request value from the braking device of the train set vehicle.

[0151] The specific process of the braking system of the EMU vehicle according to an embodiment of the present invention is as follows:

[0152] 1. The braking devices of multiple EMU train sets send the electric braking capacity of the EMU train set and the total braking capacity of the EMU train set to the EMU train set control unit.

[0153] 2. The EMU control unit determines the electric braking ratio of each EMU based on its electric braking capacity and the braking force required by the EMU. It also determines the total braking capacity utilization ratio of each EMU based on its total braking capacity and the braking force required by the EMU. Finally, it returns the electric braking ratio and the total braking capacity utilization ratio to the braking device of the corresponding EMU vehicle.

[0154] 3. The braking device of the EMU vehicle determines the first electric braking application value based on the electric braking ratio and electric braking capacity, and determines the second electric braking application value based on the total braking capacity utilization ratio and electric braking capacity.

[0155] 4. The braking system of the EMU (Electric Multiple Unit) train determines the offset ratio based on wheel-rail condition data, weather data, and wheelset slippage data.

[0156] 5. The braking device of the EMU vehicle determines the target electric braking request value based on the offset ratio, the first electric braking request value, and the second electric braking request value, and sends the target electric braking request value to the corresponding traction control unit.

[0157] 6. The traction control unit applies the target electric braking force according to the target electric braking request value of the braking device of the train set vehicle.

[0158] 7. The braking device of the EMU vehicle determines whether the speed difference adjustment conditions are met based on the reference speed, axle speed, and speed difference. When the speed difference adjustment conditions are met, the brake cylinder adjustment pressure is determined based on the brake cylinder pressure difference, reference speed, axle speed, and original brake cylinder pressure.

[0159] 8. The braking device of the EMU vehicle adjusts the original brake cylinder pressure according to the brake cylinder adjustment pressure.

[0160] 9. The braking device of the EMU train sends the remaining braking capacity to the EMU control unit.

[0161] 10. The EMU control unit determines the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train.

[0162] 11. The braking device of the EMU (Electric Multiple Unit) train brakes the EMU train according to the compensating braking force from the EMU control unit.

[0163] In summary, the braking system for high-speed trains provided in this embodiment of the invention has the following beneficial effects:

[0164] (1) Using the slip loss compensation technology, the braking force lost by a small number of vehicles due to slip activation can be distributed to other vehicles, avoiding the reduction in operating efficiency caused by the driver feeling insufficient braking force after anti-slip activation and having to apply emergency braking. This reduces the waste of braking force of the entire train and the braking distance of the train under low adhesion conditions.

[0165] (2) Using stepless switching technology for braking mode, when encountering low adhesion conditions such as rain and snow, the electric braking utilization rate changes according to the actual situation, making full use of adhesion and achieving a balance in brake pad wear.

[0166] (3) Using the axle speed difference pre-control technology, when the axle speed difference of one of the four axles of a vehicle tends to increase but the anti-skid activation condition is not met, the braking force can be redistributed in advance among the four axles in the vehicle. This reduces the possibility of skidding activation, reduces the action of the anti-skid valve, increases service life, and avoids the waste of braking force in the vehicle.

[0167] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. In particular, hardware + program embodiments are relatively simple in description because they are fundamentally similar to method embodiments; relevant parts can be referred to the descriptions in the method embodiments.

[0168] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0169] While this application provides the method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-inventive labor. The order of steps listed in the embodiments is merely one possible execution order among many and does not represent the only execution order. In actual device or client product execution, the methods shown in the embodiments or drawings can be executed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment).

[0170] While this specification provides method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-inventive means. The order of steps listed in the embodiments is merely one possible execution order among many and does not represent the only execution order. In actual device or end product execution, the methods shown in the embodiments or drawings may be executed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment, or even a distributed data processing environment). The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, product, 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, product, or apparatus. Without further limitations, the presence of other identical or equivalent elements in the process, method, product, or apparatus that includes said elements is not excluded.

[0171] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing the embodiments of this specification, the functions of each module can be implemented in one or more software and / or hardware components, or a module that performs the same function can be implemented by a combination of multiple sub-modules or sub-units. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between devices or units, and may be electrical, mechanical, or other forms.

[0172] Those skilled in the art will also know that, besides implementing the controller using purely computer-readable program code, the same functions can be achieved by logically programming the method steps, making the controller function as logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers (PLCs), and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the devices within it used to implement various functions can also be considered structures within that hardware component. Alternatively, the devices used to implement various functions can be considered as both software modules implementing the method and structures within a hardware component.

[0173] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0174] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0175] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0176] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0177] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0178] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0179] Those skilled in the art will understand that the embodiments of this specification can be provided as methods, systems, or computer program products. Therefore, the embodiments of this specification can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, the embodiments of this specification can take the form of computer program products implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0180] The embodiments described in this specification can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. The embodiments of this specification can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0181] The embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, system embodiments are basically similar to method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. In the description of this specification, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments in this specification. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0182] The above description is merely an embodiment of the present specification and is not intended to limit the embodiments of the present specification. For those skilled in the art, various modifications and variations can be made to the embodiments of the present specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the embodiments of the present specification should be included within the scope of the claims of the embodiments of the present specification.

Claims

1. A braking method for high-speed trains, characterized in that, include: The electric braking capacity of the train and the total braking capacity of the vehicles are sent to the train set control unit so that the train set control unit can determine the electric braking ratio of each train based on the electric braking capacity of each train and the braking force required by the train set, and determine the utilization ratio of the total braking capacity of each train based on the total braking capacity of each vehicle and the braking force required by the train set. A first electric braking request value is determined based on the electric braking ratio and the electric braking capacity from the EMU control unit, and a second electric braking request value is determined based on the total braking capacity utilization ratio and the electric braking capacity from the EMU control unit. The offset ratio is determined based on wheel-rail condition data, weather data, and wheelset skidding data; The target electric braking application value is determined based on the offset ratio, the first electric braking application value, and the second electric braking application value; wherein the offset ratio ranges from 0 to 100% and is continuously adjusted between the maximum and minimum values, thereby adjusting the weights of the first electric braking application value and the second electric braking application value required to calculate the target electric braking application value. The target electric braking request value is sent to the traction control unit to brake the train set according to the target electric braking force applied by the traction control unit.

2. The braking method for high-speed trains according to claim 1, characterized in that, Also includes: The brake cylinder adjustment pressure is determined based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure. The original brake cylinder pressure is adjusted according to the brake cylinder adjustment pressure.

3. The braking method for high-speed trains according to claim 2, characterized in that, Determining the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure includes: Determine whether the speed difference adjustment condition is met based on the reference speed, the shaft speed, and the speed difference. When the speed difference adjustment condition is met, the brake cylinder adjustment pressure is determined based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure.

4. The braking method for high-speed trains according to claim 1, characterized in that, Also includes: The remaining braking capacity is sent to the EMU control unit so that the EMU control unit can determine the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train. The train cars are braked according to the compensating braking force from the train control unit.

5. A braking device for a high-speed train, characterized in that, include: The first transmitting module is used to transmit the electric braking capacity of the train and the total braking capacity of the vehicle to the train set control unit, so that the train set control unit can determine the electric braking ratio of each train according to the electric braking capacity of each train and the braking force required by the train set, and determine the total braking capacity utilization ratio of each train according to the total braking capacity of each vehicle and the braking force required by the train set. An electric braking application value module is used to determine a first electric braking application value based on the electric braking ratio and the electric braking capacity from the EMU control unit, and to determine a second electric braking application value based on the total braking capacity utilization ratio and the electric braking capacity from the EMU control unit. The offset ratio module is used to determine the offset ratio based on wheel-rail status data, weather data, and wheelset skidding data. The target electric braking application value module is used to determine the target electric braking application value based on the offset ratio, the first electric braking application value, and the second electric braking application value; wherein, the offset ratio ranges from 0 to 100%, and is continuously adjusted between the maximum and minimum values, thereby adjusting the weight of the first electric braking application value and the weight of the second electric braking application value required to calculate the target electric braking application value; The second sending module is used to send the target electric braking request value to the traction control unit so as to brake the EMU vehicle according to the target electric braking force applied by the traction control unit.

6. The braking device for a high-speed train according to claim 5, characterized in that, Also includes: The brake cylinder adjustment pressure determination module is used to determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure. The brake cylinder pressure adjustment module is used to adjust the original brake cylinder pressure according to the brake cylinder adjustment pressure.

7. The braking device for a high-speed train according to claim 6, characterized in that, The brake cylinder regulating pressure determination module includes: The judgment unit is used to determine whether the speed difference adjustment condition is met based on the reference speed, the shaft speed, and the speed difference. The brake cylinder adjustment pressure determination unit is used to determine the brake cylinder adjustment pressure based on the brake cylinder pressure difference, reference speed, shaft speed, and original brake cylinder pressure when the speed difference adjustment condition is met.

8. The braking device for a high-speed train according to claim 5, characterized in that, Also includes: The third sending module is used to send the remaining braking capacity to the EMU control unit so that the EMU control unit can determine the compensating braking force of each vehicle based on the remaining braking capacity of each vehicle and the lost braking force of the sliding train. The braking module of the EMU (Electric Multiple Unit) is used to brake the EMU based on the compensating braking force from the EMU control unit.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the braking method for EMU vehicles according to any one of claims 1 to 4.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the braking method for the EMU vehicle according to any one of claims 1 to 4.

11. A computer program product, comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the braking method for the EMU vehicle according to any one of claims 1 to 4.

12. A braking system for a high-speed train, characterized in that, include: The braking device for a multiple-unit vehicle as described in any one of claims 5-8; The train control unit is used to determine the electric braking ratio of each train car based on the electric braking capacity of the braking device of each train car and the braking force required by the train set, and to determine the total braking capacity utilization ratio of each train car based on the total braking force of each car and the braking force required by the train set. The traction control unit is used to apply a target electric braking force based on the target electric braking request value from the braking device of the EMU vehicle.

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