Protection and control method and system for detecting abnormality of electronic mechanical braking force of rail vehicles

Abstract

The present invention relates to a protection and control method and system for detecting abnormalities in the electronic mechanical braking force of rail vehicles. The method comprises the following steps: a motor controller detects the pressure value between the clamp and the brake disc controlled by itself, determines the state of the motor controller based on the force detection value, and uploads the result to the brake control unit; the brake control unit calculates the total target braking force according to the train's braking requirements, and allocates a target braking force to each motor controller based on the state of each motor controller; and each motor controller selects a corresponding control mode to execute its target braking force. The system comprises a memory, a processor, and a protection and control program stored in the memory and executable on the processor. The present invention can effectively determine if the force detection value in the electronic mechanical braking system is abnormal, formulate a reasonable target braking force allocation strategy, select an appropriate control mode, and thereby protect the abnormal motor controller and the mechanical structure it controls, thereby maintaining the braking performance of the electronic mechanical braking system.

Description

Technical Field

[0001] The present invention belongs to the technical field of brake control, and in particular relates to a protection and control method and system for detecting abnormality in the electronic mechanical braking force of a rail vehicle. Background Art

[0002] With the innovation of industrial control technology and the rapid development of electronics, electromechanical braking technology has emerged in the field of friction braking for rail vehicles. Electromechanical braking uses an electric motor as the power source. Through mechanical transmission mechanisms such as a reducer and a lead screw, the clamp is driven to apply varying pressures to the brake disc, achieving the braking function.

[0003] The structure of the electromechanical brake system is shown in the attached Figure 1-2 As shown in the figure, to accurately control the pressure of the clamp on the brake disc, a pressure sensor is typically installed in the transmission mechanism or clamp and connected to the motor controller's MCU, which detects this pressure. The brake control unit transmits the target braking force to the motor controller, which then completes closed-loop control between the target force and the actual pressure. However, during the control process, the force detection value obtained by the pressure sensor may experience abnormal zero drift or oscillation. If protective control measures are not implemented promptly, this will not only affect the braking performance of the rail vehicle but also cause damage to the mechanical components of the electromechanical brake system, controller components, and motor overheating. Summary of the Invention

[0004] The purpose of the present invention is to solve one of the above technical problems and to provide a protection and control method and system for detecting abnormalities in the electronic mechanical braking force of a rail vehicle.

[0005] To achieve the above object, the technical solution adopted by the present invention is:

[0006] A protection and control method for detecting abnormality in the electromechanical braking force of a rail vehicle comprises the following steps:

[0007] The multiple motor controllers controlled by the brake control unit each detect the pressure value between the clamp and the brake disc controlled by itself, and determine the state of the motor controller based on the force detection value; if there is no abnormality in the force detection value, it is determined that the motor controller is in a normal state; if there is an abnormality in the force detection value, it is determined that the motor controller is in an abnormal state and the abnormal state type of the motor controller is determined based on the force detection value, and the abnormal state type includes a first zero drift abnormal state, a second zero drift abnormal state and an oscillation abnormal state;

[0008] The motor controller uploads its own motor controller status to the brake control unit;

[0009] The brake control unit calculates the total target braking force according to the train braking demand, and allocates the target braking force to each motor controller based on the total target braking force and the status of each motor controller;

[0010] Each motor controller selects a corresponding control mode based on its own motor controller state and executes the received target braking force in this control mode; the control modes include normal control mode, forceless sensor control mode and anti-disturbance control mode.

[0011] In some embodiments of the present invention, a method for determining that a motor controller is in a first zero drift abnormal state includes:

[0012] Set the force detection value first zero drift over-limit threshold F1 and the second zero drift over-limit threshold F2, and F1 <F2;

[0013] When the braking system is in a brake release state and the motor controlled by the motor controller is in a stationary state, the pressure value F between the caliper and the brake disc is detected. If the pressure value F exceeds the first zero drift exceeding limit threshold F1 and does not reach the second zero drift exceeding limit threshold F2, it is determined that the motor controller is in the first zero drift abnormal state.

[0014] In some embodiments of the present invention, a method for determining that a motor controller is in a second zero drift abnormal state includes:

[0015] If the pressure value F exceeds the second zero drift exceeding limit threshold F2, it is determined that the motor controller is in the second zero drift abnormal state.

[0016] In some embodiments of the present invention, a method for determining that a motor controller is in an abnormal oscillation state includes:

[0017] Set the interval time Δt and variance threshold F v , and force deviation value ΔF3;

[0018] Determine whether the force detection value meets the oscillation abnormal state detection requirements;

[0019] When the force detection value meets the requirements for oscillation abnormal state detection, within the interval time Δt, the force detection value is subjected to positive deviation variance statistics based on the target braking force currently executed by the motor controller to obtain the positive deviation variance F. v 1, and perform the variance statistics of the negative deviation to obtain the negative deviation variance F v 2. Positive skew variance F v 1 and negative bias F v 2 both exceed the variance threshold F v , and when the amplitude of the force detection value exceeds the force deviation value ΔF3, it is determined that the motor controller is in an abnormal oscillation state.

[0020] In some embodiments of the present invention, a method for determining whether a force detection value meets the oscillation abnormal state detection requirement includes:

[0021] When the brake system is in a brake release state and the motor controlled by the motor controller is in a stationary state, the force detection value exhibits high-frequency oscillation, and it is determined that the force detection value meets the oscillation abnormal state detection requirement;

[0022] or,

[0023] When the motor controlled by the motor controller performs a fixed target braking force, the force detection value oscillates at a high frequency above and below the target braking force, and it is determined that the force detection value meets the requirements for oscillation abnormal state detection.

[0024] In some embodiments of the present invention, a method for allocating a target braking force to each motor controller includes:

[0025] The brake control unit determines whether there is an abnormal state motor controller;

[0026] If there is no abnormal state motor controller, the total target braking force is evenly distributed to all normal state motor controllers;

[0027] If there is an abnormal state motor controller, determine whether the sum of the maximum output capabilities of all normal state motor controllers meets the total target braking force requirement;

[0028] If the total target braking force requirement is met, the total target braking force is evenly distributed to all normal state motor controllers;

[0029] If the total target braking force requirement is not met, a target braking force that meets the maximum output capacity of each motor controller in the normal state is assigned to each motor controller, and a first residual target braking force is calculated. The first residual target braking force is the difference between the total target braking force and the sum of the target braking forces of all motor controllers in the normal state.

[0030] A target braking force is allocated to each abnormal state motor controller based on the abnormal state type of each abnormal state controller and the first remaining target braking force.

[0031] In some embodiments of the present invention, a method for allocating a target braking force to each abnormal state motor controller includes:

[0032] Determine whether there is a first zero drift abnormal state motor controller;

[0033] If there is a first zero drift abnormal state motor controller, determining whether the sum of the maximum output capabilities of all first zero drift abnormal state motor controllers meets the first residual target braking force requirement;

[0034] If the first remaining target braking force requirement is met, target braking forces that meet the maximum output capacity of the first zero drift abnormal state motor controller are sequentially allocated until the first remaining target braking force is completely allocated;

[0035] If the first remaining target braking force requirement is not met, a target braking force that meets the maximum output capacity of all first zero drift abnormal state motor controllers is assigned, and a second remaining target braking force is calculated. The second remaining target braking force is the difference between the first remaining target braking force and the sum of the target braking forces of all first zero drift abnormal state motor controllers.

[0036] The second remaining target braking force is evenly distributed to the second zero drift abnormal state motor controller and the oscillation abnormal state motor controller.

[0037] In some embodiments of the present invention, a method for each motor controller to select a corresponding control mode based on its own motor controller state includes:

[0038] In normal state, the motor controllers all select the normal control mode to execute the target braking force;

[0039] The abnormal state motor controller selects a corresponding control mode to execute the target braking force based on the abnormal state type and the braking mode of the braking system;

[0040] Braking system braking modes include emergency / safety braking and normal braking.

[0041] In some embodiments of the present invention, a method for selecting a corresponding control mode for an abnormal state motor controller based on the abnormal state type and the braking mode of the braking system includes:

[0042] When the braking system is in emergency / safety braking mode, all abnormal state motor controllers drive the motors at a fixed duty cycle to execute the target braking force;

[0043] When the braking mode of the braking system is normal braking, the abnormal state motor controller determines whether it is in the second zero drift abnormal state;

[0044] If the vehicle is in the second zero drift abnormal state, the force sensor control mode is selected to execute the target braking force. If the vehicle is not in the second zero drift abnormal state, the vehicle is judged whether it is in the oscillation abnormal state.

[0045] If it is in an abnormal oscillation state, the anti-disturbance control mode is selected to execute the target braking force. If it is not in an abnormal oscillation state, it is determined whether it is in the first zero drift abnormal state.

[0046] If the vehicle is in the first zero drift abnormal state, the normal control mode is selected to execute the target braking force.

[0047] Some embodiments of the present invention further provide a rail vehicle electronic mechanical braking protection control system, comprising: a memory, a processor, and a rail vehicle electronic mechanical braking protection control program stored in the memory and runnable on the processor. When the processor executes the rail vehicle electronic mechanical braking protection control program, a rail vehicle electronic mechanical braking force detection abnormality protection control method is implemented.

[0048] The beneficial effects of the present invention are:

[0049] 1. The force detection value abnormality judgment method provided by the present invention can effectively judge the zero drift and oscillation abnormalities of the force detection value that occur during the detection process of the pressure sensor in the electronic mechanical brake system;

[0050] 2. The target braking force distribution method and the motor controller control mode selection method provided by the present invention cooperate with each other, which can not only protect the abnormal state motor controller and the motor and mechanical structure it controls, but also maximize the braking function and performance of the electronic mechanical braking system, that is, maximize the response to the target braking force and improve the control force accuracy when the force detection value is abnormal. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0052] Figure 1 This is a schematic diagram of the components of the electronic mechanical brake system;

[0053] Figure 2 Schematic diagram of the structure of the electronic mechanical brake system;

[0054] Figure 3 Flowchart of protection control method for force detection abnormality;

[0055] Figure 4 This is a flow chart of the method for judging the abnormal zero drift of the force detection value;

[0056] Figure 5 This is a flow chart of a method for determining abnormal oscillation of force detection values;

[0057] Figure 6 Flowchart of the total target braking force distribution method of the brake control unit;

[0058] Figure 7 Flowchart of the control mode selection method for the motor controller in abnormal state. DETAILED DESCRIPTION

[0059] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is described and illustrated below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely used to explain this application and are not intended to limit this application. Based on the embodiments provided in this application, all other embodiments obtained by those of ordinary skill in the art without making any creative efforts are within the scope of protection of this application.

[0060] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0061] In the absence of conflict, the embodiments of the present invention and the features thereof may be combined with each other.

[0062] In order to better explain the solution of the present invention, the structure of the electronic mechanical brake system in the prior art, as well as the causes and effects of abnormal force detection values ​​are first described.

[0063] As attached Figure 1-2 As shown, the electronic mechanical braking system includes a brake control unit and multiple motor controllers controlled by it. Each motor controller controls a motor and a mechanical mechanism, which includes a transmission mechanism and a clamp. During braking, the brake control unit calculates the total target braking force and distributes it to each motor controller. The motor controller drives the motor to brake based on the received target braking force. The brake control unit and the motor controllers transmit braking instructions and target braking force values ​​through communication, analog signals, and other means. A pressure sensor is installed in the mechanical mechanism to detect the pressure between the clamp and the brake disc. It is connected to the motor controller, and the motor controller's MCU detects this pressure value for closed-loop force control.

[0064] Loose fixation of the pressure sensor, loose line connection, external electromagnetic interference, and vibration interference during train operation may all cause abnormal force detection values.

[0065] When the force detection value exhibits zero drift anomalies, a discrepancy will occur between the actual force between the caliper and the brake disc and the force detection value. This, in turn, will cause a discrepancy between the target braking force and the actual force control, impacting braking performance. Excessive zero drift deviations can lead to a significant discrepancy between the actual force in the mechanism and the force detection value. If the actual force in the mechanism is significantly greater than the force detection value, excessive force may be applied to the mechanism's components, causing damage. If the actual force in the mechanism is significantly less than the force detection value, braking distance may be increased, impacting driving safety.

[0066] When the force detection value has abnormal oscillation, the motor starts and rotates forward and reverse frequently, which increases the motor current / power consumption, thereby causing heat loss in the power devices or circuits of the motor controller. Long-term heat accumulation can cause device damage, or long-term heat accumulation in the motor coil can cause damage to the motor.

[0067] The technical solution of the present invention is described in detail below in conjunction with specific embodiments and the accompanying drawings.

[0068] The embodiment of the present invention provides a protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle, which is aimed at an electronic mechanical braking system with a pressure sensor in the system and capable of force closed-loop control, as shown in the attached figure. Figure 1-7 As shown, the following steps are included.

[0069] The plurality of motor controllers controlled by the brake control unit each detects a pressure value between the caliper and the brake disc controlled by the motor controller, and determines a state of the motor controller based on the force detection value.

[0070] The motor controller determines whether there is an abnormality in the force detection value. If there is no abnormality in the force detection value, it is determined that the motor controller is in a normal state; if there is an abnormality in the force detection value, it is determined that the motor controller is in an abnormal state and the abnormal state type of the motor controller is determined based on the force detection value. The abnormal state types include the first zero drift abnormal state, the second zero drift abnormal state and the oscillation abnormal state.

[0071] The motor controller uploads its own motor controller status to the brake control unit.

[0072] The braking control unit calculates the total target braking force according to the train braking demand, and allocates the target braking force to each motor controller based on the total target braking force and the status of each motor controller.

[0073] Each motor controller selects a corresponding control mode based on its own motor controller state and executes the received target braking force in this control mode; the control modes include normal control mode, forceless sensor control mode and anti-disturbance control mode.

[0074] Among them, the normal control mode is a closed-loop control mode in which the detection force follows the target braking force, that is, the force detection value infinitely approaches the target braking force value. The control performance such as response time and control force accuracy all meet the design goals, and the performance indicators are optimal.

[0075] The force-free sensor control mode does not rely on the force detection value of the pressure sensor. It adopts the motor rotation position, current and other control methods to follow the target braking force in an open loop. The control performance such as response time and force control accuracy can meet the basic control performance indicators of the electronic mechanical braking system.

[0076] The anti-disturbance control mode is insensitive to rapid / high-frequency changes in the force detection value, and the response speed of the electronic mechanical braking system is reduced, but the basic control performance index requirements of the electronic mechanical braking system can be met.

[0077] In some embodiments of the present invention, as shown in the attached Figure 4 As shown, the method for determining that the motor controller is in the second zero drift abnormal state includes:

[0078] Set the force detection value first zero drift over-limit threshold F1 and the second zero drift over-limit threshold F2, and F1 <F2;

[0079] When the braking system is in the brake release state and the motor controlled by the motor controller is in a stationary state, there is no contact and no pressure between the caliper and the brake disc. The pressure value F between the caliper and the brake disc is detected. If the pressure value F exceeds the second zero drift overlimit threshold F2, it is determined that the motor controller is in the second zero drift abnormal state.

[0080] Furthermore, the method for determining that the motor controller is in the first zero drift abnormal state includes:

[0081] If the pressure value F exceeds the first zero drift exceeding limit threshold F1 and does not reach the second zero drift exceeding limit threshold F2, it is determined that the motor controller is in the first zero drift abnormal state.

[0082] It should be noted that when the motor controller is in the first zero drift abnormal state, allocating a relatively large target braking force to the controller can reduce the relative error between the target braking force and the actual force.

[0083] In some embodiments of the present invention, as shown in the attached Figure 5 As shown, the method for determining that the motor controller is in an abnormal oscillation state includes:

[0084] Set the interval time Δt and variance threshold F v , and force deviation value ΔF3.

[0085] Determine whether the force detection value meets the oscillation abnormal state detection requirements.

[0086] Only when the braking system is in a brake release state and the motor controlled by the motor controller is in a stationary state, the force detection value oscillates at a high frequency, or when the motor controlled by the motor controller executes a fixed target braking force, the force detection value oscillates abnormally at a high frequency above and below the target braking force.

[0087] Force detection value abnormal state judgment condition 1: within the interval time Δt, based on the target braking force currently executed by the motor controller, the variance statistics of the positive deviation of the force detection value are obtained by the positive deviation variance F v 1, and perform the variance statistics of the negative deviation to obtain the negative deviation variance F v 2. Positive skew variance F v 1 and negative bias F v 2 both exceed the variance threshold F v .

[0088] It should be noted that the interval time Δt is a real-time window, which refers to a certain time from the latest sampling moment forward. The interval time Δt is smaller than the update period of the target braking force and also smaller than the control period of the force closed-loop regulation.

[0089] Force detection value abnormal state judgment condition 2: The amplitude of the force detection value exceeds the force deviation value ΔF3.

[0090] It should be noted that the amplitude of the force detection value refers to the difference between the instantaneous force detection value and the target braking force currently executed by the motor controller.

[0091] For example, the force deviation value ΔF3 is set to 2kN, and the target braking force currently executed by the motor controller is 10kN. If the instantaneous force detection value of the motor controller is higher than 12kN or lower than 10kN, and the amplitude of the force detection value exceeds the force deviation value 2kN, then it is determined that the force detection value meets condition two.

[0092] It should be noted that when the braking system is in a brake release state and the motor controlled by the motor controller is in a stationary state, the target braking force currently executed by the motor controller is 0.

[0093] When the force detection value satisfies both the above conditions 1 and 2, it is determined that the force detection value has oscillation abnormality, that is, the motor controller is in an oscillation abnormality state.

[0094] In some embodiments of the present invention, as shown in the attached Figure 6 As shown, the method of allocating target braking forces to each motor controller includes:

[0095] The brake control unit determines whether there is an abnormal state of the motor controller.

[0096] If there is no abnormal state motor controller, the total target braking force is evenly distributed to all normal state motor controllers.

[0097] If there is an abnormal state motor controller, it is determined whether the sum of the maximum output capabilities of all normal state motor controllers meets the requirement of the total target braking force.

[0098] If the total target braking force requirement is met, the total target braking force is evenly distributed to all normal state motor controllers.

[0099] If the total target braking force requirement is not met, a target braking force that meets its maximum output capacity is assigned to all normal-state motor controllers, and a first residual target braking force is calculated. The first residual target braking force is the difference between the total target braking force and the sum of the target braking forces of all normal-state motor controllers, that is, the first residual target braking force = total target braking force - the sum of the target braking forces of all normal-state motor controllers.

[0100] A target braking force is allocated to each abnormal state motor controller based on the abnormal state type of each abnormal state controller and the first remaining target braking force.

[0101] Furthermore, the method of allocating respective target braking forces to each abnormal state motor controller includes:

[0102] Determine whether there is a first zero drift abnormal state motor controller.

[0103] If there is a first zero drift abnormal state motor controller, it is determined whether the sum of the maximum output capabilities of all the first zero drift abnormal state motor controllers meets the requirement of the first residual target braking force.

[0104] If the requirement of the first remaining target braking force is met, the target braking force that meets the maximum output capacity of the first zero drift abnormal state motor controller is allocated in sequence until the first remaining target braking force is allocated, so as to ensure that the first remaining target braking force is allocated to as few first zero drift abnormal controllers as possible within the maximum output capacity of the first zero drift abnormal motor controller.

[0105] If the requirement of the first remaining target braking force is not met, a target braking force that meets the maximum output capacity is allocated to all first zero drift abnormal state motor controllers, and a second remaining target braking force is calculated. The second remaining target braking force is the difference between the first remaining target braking force and the sum of the target braking forces of all first zero drift abnormal state motor controllers, that is, the second remaining target braking force = the first remaining target braking force - the sum of the target braking forces of all first zero drift abnormal state motor controllers.

[0106] The second remaining target braking force is evenly distributed to the second zero drift abnormal state motor controller and the oscillation abnormal state motor controller.

[0107] In some embodiments of the present invention, a method for each motor controller to select a corresponding control mode based on its own motor controller state includes:

[0108] In normal state, the motor controllers all select the normal control mode to execute the target braking force;

[0109] The abnormal state motor controller selects a corresponding control mode to execute the target braking force based on the abnormal state type and the braking mode of the braking system;

[0110] Braking system braking modes include emergency / safety braking and normal braking.

[0111] In some embodiments of the present invention, as shown in the attached Figure 7 As shown, the method for selecting a corresponding control mode of the abnormal state motor controller based on the abnormal state type and the braking mode of the braking system includes:

[0112] When the braking system is in emergency / safety braking mode, all abnormal state motor controllers drive the motors at a fixed duty cycle to execute the target braking force;

[0113] When the braking mode of the braking system is normal braking, the abnormal state motor controller determines whether it is in the second zero drift abnormal state;

[0114] If the vehicle is in the second zero drift abnormal state, the force sensor control mode is selected to execute the target braking force. If the vehicle is not in the second zero drift abnormal state, the vehicle is judged whether it is in the oscillation abnormal state.

[0115] If it is in an abnormal oscillation state, the anti-disturbance control mode is selected to execute the target braking force. If it is not in an abnormal oscillation state, it is determined whether it is in the first zero drift abnormal state.

[0116] If the vehicle is in the first zero drift abnormal state, the normal control mode is selected to execute the target braking force.

[0117] Furthermore, the motor controller may be in two abnormal states at the same time. When the first zero drift abnormal state and the oscillation abnormal state exist at the same time, the anti-disturbance mode is selected to execute the target braking force; when the second abnormal state and the oscillation abnormal state exist at the same time, the forceless sensor control mode is selected to execute the target braking force; the first zero drift abnormal state and the second zero drift abnormal state cannot exist at the same time;

[0118] Furthermore, since the oscillation abnormality of the force detection value can be judged during the process of the motor controller executing the target braking force, the motor controller may change from a normal state to an oscillation abnormal state during the process of the motor controller executing the target braking force, or from the first zero drift abnormal state or the second zero drift abnormal state to the coexistence of the two abnormal states.

[0119] When the motor controller state changes, the control mode switches accordingly. When the motor controller changes from a normal state to an abnormal oscillation state, the control mode switches from normal control mode to anti-disturbance control mode. When the motor controller changes from a first zero drift abnormal state to a state where the first zero drift abnormal state and an abnormal oscillation state coexist, the control mode switches from normal control mode to anti-disturbance control mode. When the motor controller changes from a second zero drift abnormal state to a state where the second zero drift abnormal state and an abnormal oscillation state coexist, the control mode does not switch.

[0120] Some embodiments of the present invention further provide a rail vehicle electronic mechanical braking protection control system, comprising a memory, a processor, and a rail vehicle electronic mechanical braking protection control program stored in the memory and runnable on the processor. When the processor executes the rail vehicle electronic mechanical braking protection control program, a rail vehicle electronic mechanical braking force detection abnormality protection control method is implemented.

[0121] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0122] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the same. Although the present invention has been described in detail with reference to preferred embodiments, persons skilled in the art should understand that the specific implementation methods of the present invention may still be modified or some technical features may be replaced by equivalents without departing from the spirit of the technical solutions of the present invention, and all of these should fall within the scope of the technical solutions claimed for protection by the present invention.

Claims

1. A protection and control method for detecting abnormality in the electronic mechanical braking force of a rail vehicle, characterized in that: The following steps are involved: The plurality of motor controllers controlled by the brake control unit each detects a pressure value between a caliper and a brake disc controlled by the motor controller, and determines a state of the motor controller based on the force detection value; If there is no abnormality in the force detection value, it is determined that the motor controller is in a normal state; If the force detection value is abnormal, determining that the motor controller is in an abnormal state and determining the abnormal state type of the motor controller based on the force detection value, the abnormal state type including a first zero drift abnormal state, a second zero drift abnormal state and an oscillation abnormal state; The motor controller uploads its own motor controller state to the brake control unit; The braking control unit calculates a total target braking force according to the train braking demand, and allocates a respective target braking force to each motor controller based on the total target braking force and the state of each motor controller; Each motor controller selects a corresponding control mode based on its own motor controller state and executes the received target braking force in the control mode; the control modes include normal control mode, forceless sensor control mode and anti-disturbance control mode.

2. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 1, characterized in that: The method for determining that the motor controller is in the first zero drift abnormal state includes: Set the force detection value first zero drift over-limit threshold F1 and the second zero drift over-limit threshold F2, and F1 <F2; When the braking system is in a brake release state and the motor controlled by the motor controller is in a stationary state, the pressure value F between the caliper and the brake disc is detected. If the pressure value F exceeds the first zero drift exceeding limit threshold F1 and does not reach the second zero drift exceeding limit threshold F2, it is determined that the motor controller is in the first zero drift abnormal state.

3. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 2, characterized in that: The method for determining that the motor controller is in the second zero drift abnormal state includes: If the pressure value F exceeds the second zero drift exceeding limit threshold F2, it is determined that the motor controller is in the second zero drift abnormal state.

4. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 1, characterized in that: Methods for determining that the motor controller is in an abnormal oscillation state include: Set the interval time Δt and variance threshold F v , and force deviation value ΔF3; Determine whether the force detection value meets the oscillation abnormal state detection requirements; When the force detection value meets the oscillation abnormal state detection requirements, within the interval time Δt, the force detection value is subjected to the positive deviation variance statistics based on the target braking force currently executed by the motor controller to obtain the positive deviation variance F v 1, and perform the variance statistics of the negative deviation to obtain the negative deviation variance F v 2. The positive bias variance F v 1 and the negative bias variance F v 2 both exceed the variance threshold F v , and when the amplitude of the force detection value exceeds the force deviation value ΔF3, it is determined that the motor controller is in an abnormal oscillation state.

5. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 4, characterized in that: Methods for determining whether the force detection value meets the requirements for detecting an abnormal oscillation state include: When the brake system is in a brake release state and the motor controlled by the motor controller is in a stationary state, the force detection value exhibits high-frequency oscillation, and it is determined that the force detection value meets the oscillation abnormal state detection requirement; or, When the motor controlled by the motor controller performs a fixed target braking force, the force detection value oscillates at a high frequency above and below the target braking force, and it is determined that the force detection value meets the requirements for oscillation abnormal state detection.

6. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 1, characterized in that: Methods for assigning target braking forces to each motor controller include: The brake control unit determines whether there is an abnormal state motor controller; If there is no abnormal state motor controller, the total target braking force is evenly distributed to all normal state motor controllers; If there is an abnormal state motor controller, determining whether the sum of the maximum output capabilities of all normal state motor controllers meets the requirement of the total target braking force; If the total target braking force requirement is met, the total target braking force is evenly distributed to all normal state motor controllers; If the total target braking force requirement is not met, allocating target braking forces that meet the maximum output capacity of all normal-state motor controllers, and calculating a first residual target braking force, where the first residual target braking force is the difference between the total target braking force and the sum of the target braking forces of all normal-state motor controllers; A target braking force is allocated to each abnormal state motor controller based on the abnormal state type of each abnormal state controller and the first remaining target braking force.

7. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 6, characterized in that: The method of allocating respective target braking forces to the abnormal state motor controllers includes: Determine whether there is a first zero drift abnormal state motor controller; If there is a first zero drift abnormal state motor controller, determining whether the sum of the maximum output capabilities of all first zero drift abnormal state motor controllers meets the requirement of the first residual target braking force; If the requirement of the first remaining target braking force is met, target braking forces that meet the maximum output capacity of the first zero drift abnormal state motor controller are sequentially allocated until the first remaining target braking force is completely allocated; If the first remaining target braking force requirement is not met, a target braking force that meets the maximum output capacity of all first zero drift abnormal state motor controllers is allocated, and a second remaining target braking force is calculated, where the second remaining target braking force is the difference between the first remaining target braking force and the sum of the target braking forces of all first zero drift abnormal state motor controllers; The second remaining target braking force is evenly distributed to the second zero drift abnormal state motor controller and the oscillation abnormal state motor controller.

8. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 1, characterized in that: The method for each motor controller to select a corresponding control mode based on its own motor controller state includes: In normal state, the motor controllers all select the normal control mode to execute the target braking force; The abnormal state motor controller selects a corresponding control mode to execute the target braking force based on the abnormal state type and the braking mode of the braking system; The braking system braking modes include emergency / safety braking and normal braking.

9. The protection and control method for detecting abnormality of the electronic mechanical braking force of a rail vehicle according to claim 8, characterized in that: The method for selecting a corresponding control mode of the abnormal state motor controller based on the abnormal state type and the braking mode of the braking system includes: When the braking system is in emergency / safety braking mode, all abnormal state motor controllers drive the motors at a fixed duty cycle to execute the target braking force; When the braking mode of the braking system is normal braking, the abnormal state motor controller determines whether it is in the second zero drift abnormal state; If the vehicle is in the second zero drift abnormal state, the force sensor control mode is selected to execute the target braking force. If the vehicle is not in the second zero drift abnormal state, the vehicle is judged whether it is in the oscillation abnormal state. If it is in an abnormal oscillation state, the anti-disturbance control mode is selected to execute the target braking force. If it is not in an abnormal oscillation state, it is determined whether it is in the first zero drift abnormal state. If the vehicle is in the first zero drift abnormal state, the normal control mode is selected to execute the target braking force.

10. An electronic mechanical brake protection control system for a rail vehicle, characterized in that: The invention comprises a memory, a processor and a rail vehicle electronic mechanical braking protection control program stored in the memory and executable on the processor. When the processor executes the rail vehicle electronic mechanical braking protection control program, the rail vehicle electronic mechanical braking force detection abnormality protection control method as described in any one of claims 1 to 9 is implemented.

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