Vehicle hold brake release method and device, storage medium and electronic device

Abstract

The application relates to the field of rail transit vehicles and discloses a vehicle holding brake releasing method and device, a storage medium and an electronic device. The method comprises the following steps: determining a starting acceleration according to a traction force at a starting moment, a holding brake force at the starting moment and a starting resistance; determining a critical time for issuing a holding brake releasing instruction according to the starting acceleration and a preset starting condition; determining a target releasing gear stage according to the critical time through a preset gear stage determination model; determining an instruction sending time of the holding brake releasing instruction according to the target releasing gear stage and a preset impact rate limitation threshold; and controlling the starting of a target vehicle according to the target releasing gear stage and the instruction sending time. The time from the sending of the holding brake releasing instruction by the signal system to the starting of the train is greatly shortened, the starting speed of the train is improved, the traction force at the starting moment of the train can be reduced, and the starting impact of the train is reduced.

Description

Technical Field

[0001] This application relates to the field of rail transit vehicle technology, and in particular to a vehicle holding brake release method, device, storage medium, and electronic device. Background Technology

[0002] The purpose of the background description provided herein is to give an overall background to this application. The statements in this section are merely to provide background information relevant to this application and do not necessarily constitute prior art.

[0003] Currently, there are two ways to release the brakes in rail transit vehicles. One way is that when the network system detects that the traction force of the entire vehicle has reached a certain threshold, the network system sends a brake release command to the braking system, thereby releasing the brakes. The other way is to install position sensors on the vehicle or calculate the slope where the train is located through a specific algorithm. When the traction force equals the slope descent force, the network system sends a brake release command.

[0004] However, the first method mentioned above sends the brake release command only when the actual traction force of the train reaches a certain level, ensuring that there is no risk of the train slipping when starting on the maximum gradient. However, since it takes a certain amount of time from issuing the brake release command to the train releasing the brake and starting the train, the traction force increases with the grade during this period. As the brake force decreases, the large level of traction force is released quickly when the train starts moving, which can easily cause starting shock.

[0005] While the second method mentioned above ensures that the train will not slip when starting on different slopes and improves starting efficiency and reduces starting impact on gentle slopes, it requires the installation of position sensors in each car of the train. This increases costs, and hardware failures can affect the brake release function. In addition, the method of calculating the slope of the train using a specific algorithm is complex and its accuracy needs to be verified because different cars of the train may be on different slopes. Summary of the Invention

[0006] To address the aforementioned problems, this application proposes a vehicle holding brake release method, device, storage medium, and electronic device, which at least solves the technical problems described above.

[0007] A first aspect of this application provides a vehicle holding brake release method, the method comprising:

[0008] The starting acceleration is determined based on the traction force at the start, the holding braking force at the start, and the starting resistance.

[0009] The critical time for issuing the brake release command is determined based on the starting acceleration and preset starting conditions;

[0010] The target mitigation level is determined based on the critical time using a preset level determination model.

[0011] The command transmission time for maintaining braking relief is determined based on the target mitigation level and the preset impact rate limit threshold.

[0012] The starting of the target vehicle is controlled according to the target mitigation level and the command sending time.

[0013] Furthermore, the preset activation conditions include:

[0014] Under AW3 conditions and at the critical point of backward slippage on a 35‰ slope, the starting acceleration of the target vehicle is 0.

[0015] Further, determining the target mitigation level based on the critical time using a preset level determination model includes:

[0016] The critical mitigation level is determined by using a model based on the critical time and a preset level.

[0017] The target mitigation level is determined based on the minimum preset threshold of the starting acceleration and the critical mitigation level.

[0018] Furthermore, the preset level determination model includes:

[0019]

[0020] Where t1 is the transmission delay time at the vehicle network system level, t3 is the time from the traction level rise to the time when the vehicle sends the brake release command, and M 换算 F is the equivalent mass of the target vehicle. 牵引max C represents the starting traction force at the maximum level, and C is the preset impact rate limit threshold.

[0021] Further, controlling the start-up of the target vehicle based on the target mitigation level and the command transmission time includes:

[0022] If the level at which the target vehicle sends the brake release command is greater than the target release level, a brake release command is sent to the target vehicle according to the command sending time, so as to control the target vehicle to maintain brake release according to the target release level.

[0023] Further, controlling the start-up of the target vehicle based on the target mitigation level and the command transmission time includes:

[0024] If the level at which the target vehicle sends the brake release command is not greater than the target release level, and when the current traction force of the target vehicle is equal to a preset release threshold, a brake release command is sent to the target vehicle to control the target vehicle to maintain brake release according to the preset release threshold.

[0025] Further, controlling the start-up of the target vehicle based on the target mitigation level and the command transmission time includes:

[0026] If the level at which the target vehicle sends the brake release command is not greater than the target release level and any traction control unit of the target vehicle is faulty, and the current traction force of the target vehicle is equal to a preset release threshold, a brake release command is sent to the target vehicle to control the target vehicle to maintain brake release according to the preset release threshold.

[0027] A second aspect of this application provides a vehicle holding brake release device, the device comprising:

[0028] The starting acceleration determination module is used to determine the starting acceleration based on the traction force at the start, the holding braking force at the start, and the starting resistance.

[0029] The critical time determination module is used to determine the critical time for issuing the holding brake release command based on the starting acceleration and preset starting conditions;

[0030] The mitigation level determination module is used to determine the target mitigation level based on the critical time using a preset level determination model.

[0031] The instruction transmission time determination module is used to determine the instruction transmission time of the braking relief instruction based on the target mitigation level and the preset impact rate limit threshold.

[0032] The control module is used to control the start-up of the target vehicle based on the target mitigation level and the instruction sending time.

[0033] A third aspect of this application provides a computer-readable storage medium storing a computer program that can be executed by one or more processors to implement the steps of the vehicle holding brake release method described above.

[0034] A fourth aspect of this application provides an electronic device including a memory and one or more processors, wherein the memory stores a computer program that, when executed by the one or more processors, implements the steps of the vehicle holding brake release method as described above.

[0035] Compared with the prior art, the technical solution of this application has the following advantages or beneficial effects:

[0036] This application can significantly shorten the time from the signal system sending the brake release command to the train starting, without slipping during starting on the maximum gradient, thereby increasing the train starting speed; it can also reduce the traction force at the moment of train starting, thereby reducing the impact of train starting. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0038] It should also be noted that, for ease of description, only the parts relevant to this disclosure are shown in the accompanying drawings. The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions in this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0039] Figure 1 A flowchart of a vehicle holding brake release method provided in an embodiment of this application;

[0040] Figure 2 A schematic diagram of a single-mass point force model of a train provided in this application embodiment;

[0041] Figure 3 A timing diagram illustrating vehicle holding brake release provided in an embodiment of this application;

[0042] Figure 4 A flowchart of another vehicle holding brake release method provided in the embodiments of this application;

[0043] Figure 5 This is a schematic diagram of the structure of a vehicle holding brake release device provided in an embodiment of this application;

[0044] Figure 6 This is a connection block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0045] The following detailed description of the embodiments of this application, in conjunction with the accompanying drawings, will provide a thorough understanding of how this application uses technical means to solve technical problems and achieve corresponding technical effects, enabling its implementation. The embodiments of this application and the various features within them can be combined with each other without conflict, and all resulting technical solutions are within the protection scope of this application.

[0046] It should be clearly stated that the embodiments described below are merely some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0047] Example 1

[0048] This embodiment provides a vehicle holding brake release method, which can be applied to / used in rail trains.

[0049] As an example, this embodiment uses a rail train under the AW3 operating condition. Here, AW represents the operating condition type and load of the rail train. Rail trains generally have four passenger-carrying operating conditions: AW0, AW1, AW2, and AW3, which represent different passenger capacity "levels" in the rail train.

[0050] Figure 1 A flowchart of a vehicle holding brake release method provided in this application embodiment is shown below. Figure 1 As shown, the method disclosed in this embodiment includes the following steps:

[0051] Step 110: Determine the starting acceleration based on the traction force at the start, the holding braking force at the start, and the starting resistance.

[0052] As an example, if we consider the train as a single point mass, the force diagram for the train's startup is as follows: Figure 2 As shown. In Figure 2 middle: For train traction; To maintain braking force on the train; Resistance to vehicle starting; For the train's weight; The supporting force of the track on the train; This refers to the track slope.

[0053] When a train starts uphill, the traction force, the braking force, and the starting resistance are the three basic forces acting on the train along the rail.

[0054] Optionally, the vehicle's starting acceleration is shown in the following formula:

[0055] (1)

[0056] In equation (1), To accelerate the train's start; The converted mass of the train includes the sum of the current curb weight and the rotational mass of the vehicle.

[0057] When starting on a straight road, the traction force and the holding braking force are in opposite directions. When starting uphill, initially the holding braking force is in the same direction as the train's traction force, and their combined action ensures the train does not roll backward. As the traction force gradually increases, the holding braking force gradually decreases, and the holding braking force is in the opposite direction to the traction force. When the traction force is subtracted from the holding braking force, the slope starting resistance, and the vehicle starting resistance, and the starting acceleration is greater than the minimum starting acceleration of 0.0833 m / s², the desired starting acceleration is achieved. 2 (Minimum preset threshold for starting acceleration), the train completes the start.

[0058] Optionally, the starting shock is the rate of change of starting acceleration, and the vehicle starting shock rate is shown in the following formula:

[0059] (2)

[0060] In equation (2), J is the train start-up impact rate.

[0061] Equations (1) and (2) show that whether the train will slip backward due to starting impact and starting uphill is related to the traction force, the braking force, and the rate of change of the traction force and the braking force.

[0062] Step 120: Determine the critical time for issuing the brake release command based on the starting acceleration and preset starting conditions.

[0063] Figure 3 This is a timing diagram illustrating the release of vehicle holding brakes according to an embodiment of this application. Please refer to the following. Figure 3 :

[0064] The time from the issuance of the starting position to the issuance of the brake release command by the network system is shown in Equation (3), and the total time for the train to complete the start-up is shown in Equation (4):

[0065] (3)

[0066] (4)

[0067] in, t 1 represents the bit transmission delay at the vehicle network system level. t 3 represents the time from when the traction level rises to when the vehicle sends a command to release the holding brake. t 4 represents the delay time of the air braking system. t 5. The time from the start of braking to the vehicle moving.

[0068] The traction force at the moment of train start-up is shown in equation (5):

[0069] (5)

[0070] In equation (5), t 2 represents the traction excitation time; This is the traction force at 100% of the vehicle's current load level, and is proportional to the vehicle load.

[0071] The braking force at the moment of train start-up is shown in equation (6).

[0072] (6)

[0073] In the formula, To maintain braking force level; This is the commonly used braking force under the current load at 100% of the vehicle's capacity, and it is proportional to the vehicle load.

[0074] Furthermore, by combining equations (1), (5), and (6), the optimized starting acceleration can be obtained, as shown in equation (7) below:

[0075] (7)

[0076] in:

[0077] ;

[0078] ;

[0079] ;

[0080] Where M3 is the converted mass of the vehicle under AW3 conditions; g is the gravitational acceleration; and C is the preset impact rate limit threshold, which is a constant and can be 0.75.

[0081] Meanwhile, to ensure that the train does not slip when starting on a slope, the entire starting process must also meet the following equation (8):

[0082] (8)

[0083] When the traction force is less than the downhill force, the train tends to roll backward. The traction force, the braking force, and the starting resistance are in the same direction. The critical point at which the train rolls backward is when the train's traction force, the braking force, and the starting resistance equal the downhill force.

[0084] In some embodiments, the preset startup conditions include:

[0085] Under AW3 conditions and at the critical point of backward slippage on a 35‰ slope, the starting acceleration of the target vehicle is 0.

[0086] Optionally, if the vehicle's starting acceleration is 0 when it is at the critical point of backward slip on a 35‰ slope under AW3 conditions, the critical values ​​of t5 and t3 can be obtained by combining equations (7) and (8).

[0087] Furthermore, the critical time for issuing the brake release command is determined according to equation (3).

[0088] Step 130: Determine the target mitigation level based on the critical time using a preset level determination model.

[0089] In some embodiments, the preset level determination model includes:

[0090]

[0091] Where t1 is the transmission delay time at the vehicle network system level, t3 is the time from the traction level rise to the time when the vehicle sends the brake release command, and M 换算 F is the equivalent mass of the target vehicle. 牵引max C represents the starting traction force at the maximum level, and C is the preset impact rate limit threshold.

[0092] Optionally, when C is 0.75, the critical holding brake release level is as shown in equation (9):

[0093] (9)

[0094] In some embodiments, determining the target mitigation level based on the critical time using a preset level determination model includes:

[0095] The critical mitigation level is determined by using a model based on the critical time and a preset level.

[0096] The target mitigation level is determined based on the minimum preset threshold of the starting acceleration and the critical mitigation level.

[0097] Furthermore, after determining the level, considering that the starting acceleration must be greater than the minimum preset threshold for starting acceleration, and taking into account the differences in characteristic parameters between vehicles, a certain safety margin is taken to determine the level when the vehicle initiates braking release.

[0098] Step 140: Determine the command sending time for maintaining braking relief based on the target mitigation level and the preset impact rate limit threshold.

[0099] After the mitigation level is determined, it can be determined based on the preset impact rate limit threshold. According to equation (7), it can be derived that According to formula (4), the total train start-up time can be obtained.

[0100] Step 150: Control the start of the target vehicle according to the target mitigation level and the instruction sending time.

[0101] In some embodiments, controlling the start-up of the target vehicle based on the target mitigation level and the instruction transmission time includes:

[0102] If the level at which the target vehicle sends the brake release command is greater than the target release level, a brake release command is sent to the target vehicle according to the command sending time, so as to control the target vehicle to maintain brake release according to the target release level.

[0103] In some embodiments, controlling the start-up of the target vehicle based on the target mitigation level and the instruction transmission time includes:

[0104] If the level at which the target vehicle sends the brake release command is not greater than the target release level, and when the current traction force of the target vehicle is equal to a preset release threshold, a brake release command is sent to the target vehicle to control the target vehicle to maintain brake release according to the preset release threshold.

[0105] In some embodiments, controlling the start-up of the target vehicle based on the target mitigation level and the instruction transmission time includes:

[0106] If the level at which the target vehicle sends the brake release command is not greater than the target release level and any traction control unit of the target vehicle is faulty, and the current traction force of the target vehicle is equal to a preset release threshold, a brake release command is sent to the target vehicle to control the target vehicle to maintain brake release according to the preset release threshold.

[0107] In practical applications, if the braking release command is sent before reaching the braking release level, or if any traction control unit malfunctions, the braking release logic will be executed according to the original vehicle traction force reaching a specific value. The entire braking release logic control flow is as follows: Figure 4 As shown.

[0108] The method provided in this embodiment can significantly shorten the time from the signal system sending the brake release command to the train starting, thereby increasing the train starting speed, while ensuring that the train does not slip when starting on the maximum gradient. It can also reduce the traction force at the moment of train starting, thereby reducing the impact of train starting.

[0109] Example 2

[0110] This embodiment is a specific example, in which the vehicle holding brake release method disclosed in this application is verified.

[0111] As an example, we analyze a train under AW3 operating conditions and starting on a straight track. The converted mass of the train under AW3 operating conditions is 345.1t.

[0112] The activation process of the holding brake release logic under the current conditions is as follows:

[0113] When the total vehicle traction force reaches 60kN, the network system sends a holding brake release command to the braking system. The traction level signal delay time is 0.1s, and the motor stator excitation time is 0.8s. That is, 0.9s after the signal is sent, the traction force increases with an impact rate of 0.75m / s³. Approximately 1.13s later, the total vehicle traction force reaches 60kN, and the network sends the holding brake release command. After a 0.4s mechanical delay, the holding braking force begins to decrease with an impact rate of 0.75m / s³, reaching 45% of the maximum service braking force, which is 171kN. After 0.3s, the traction force increases to 137.7kN, and the holding braking force decreases to 93.3kN. Considering the starting resistance of 16.062kN for train AW3, the train starts with an acceleration of 0.0833m / s². At this point, the time since the signal system sent the traction level command is 1.83s, and the total vehicle traction force is 137.7kN.

[0114] The startup process after optimizing the brake release logic using the technical solution of this application includes:

[0115] The optimized logic is as follows: When the traction level reaches 40%, the network system sends a hold brake release command to the braking system. The time for the traction force to begin increasing remains the same as before, at 0.9 seconds. The ATO mode signal level is issued, and it takes approximately 0.51 seconds for the signal level to reach 40%. At this point, the hold brake release command is sent, and the hold brake begins to release after 0.91 seconds. At this time, the actual traction force is 2.5 kN. After 0.41 seconds, the traction force increases to 108.7 kN, and the hold brake force decreases to 64.8 kN. The train starts with an acceleration of 0.0833 m / s². At this point, the time since the signal system sent the traction level command is 1.32 seconds, and the total traction force of the train is 108.7 kN.

[0116] The comparison shows that the optimized logic for starting on a straight track advances the train start time by 0.51 seconds compared to the original logic, thus speeding up the start-up. The traction force at start-up is reduced by 29kN, reducing the start-up impact caused by the release of large traction force.

[0117] As another example, an analysis is conducted on a train operating under AW3 conditions and on a track with a maximum gradient of 35‰, where the gradient resistance is 112kN.

[0118] The activation process of the holding brake release logic under the current conditions is as follows:

[0119] Once the total traction force of the vehicle reaches 60kN, the network system sends a holding brake release command to the braking system. The traction level signal delay time is 0.1s, and the motor stator excitation time is 0.8s. This means that 0.9s after the signal is sent, the traction force increases with an impact rate of 0.75m / s³. Approximately 1.13s later, the total traction force reaches 60kN, and the network sends the holding brake release command. After a 0.4s mechanical delay, the holding brake force begins to decrease with an impact rate of 0.75m / s³, reaching 45% of the maximum service braking force, which is 171kN. After 0.517s, the traction force increases to 193.9kN, and the holding brake force decreases to 37kN. Considering the starting resistance of the AW3 train and the gradient resistance, the train starts with an acceleration of 0.0833m / s². At this point, the time since the signal system sent the traction level command is 2.047s, and the total traction force of the vehicle is 193.9kN.

[0120] The startup process after optimizing the brake release logic using the technical solution of this application includes:

[0121] The optimized logic is as follows: when the traction level reaches 40%, the network system sends a hold brake release command to the braking system. The time for the traction force to start increasing is consistent with the original time, which is 0.9s. The ATO mode signal level is issued, and it takes about 0.51s for the signal level to reach 40%. At this time, the hold brake release command is sent. After 0.4s, the hold brake begins to release. At this time, the actual traction force is 2.5kN. After 0.23s, the hold brake force drops to 112kN. At this time, the train has a downward trend, and the hold brake force prevents the train from rolling backward. After 0.2s, the traction force rises to 112kN. At this time, the traction force is equal to the downward force on the slope. The resistance brought by the hold brake force is opposite to the traction force at this moment. After 0.2s, the traction force rises to 163.8kN, and the hold brake force drops to 7.8kN. Considering the starting resistance of the train AW3 and the slope resistance, the train starts with an acceleration of 0.0833m / s2. At this time, the time from when the signal system sends the traction level command is 1.54s, and the total vehicle traction force is 163.8kN.

[0122] The comparison shows that the optimized logic for starting on a 35‰ gradient also reduces the train start time by 0.51 seconds compared to the original logic, thus accelerating the start-up speed. The traction force at start-up is reduced by 30kN, minimizing the start-up impact caused by the release of large traction forces. Furthermore, no backward slippage occurs during the entire start-up process on the maximum gradient.

[0123] Example 3

[0124] This embodiment provides a vehicle holding brake release device. This device embodiment can be used to execute the method embodiment of this application. For details not disclosed in this device embodiment, please refer to the method embodiment of this application. Figure 5This is a schematic diagram of a vehicle holding brake release device provided in an embodiment of this application, as shown below. Figure 5 As shown, the apparatus 500 disclosed in this embodiment includes:

[0125] The starting acceleration determination module 501 is used to determine the starting acceleration based on the traction force at the start time, the holding braking force at the start time, and the starting resistance.

[0126] The critical time determination module 502 is used to determine the critical time for issuing the holding brake release command based on the starting acceleration and the preset starting conditions.

[0127] The mitigation level determination module 503 is used to determine the target mitigation level based on the critical time using a preset level determination model.

[0128] The instruction transmission time determination module 504 is used to determine the instruction transmission time of the brake relief instruction based on the target mitigation level and the preset impact rate limit threshold.

[0129] The control module 505 is used to control the start-up of the target vehicle according to the target mitigation level and the instruction sending time.

[0130] In some embodiments, the preset startup conditions include:

[0131] Under AW3 conditions and at the critical point of backward slippage on a 35‰ slope, the starting acceleration of the target vehicle is 0.

[0132] In some embodiments, the mitigation level determination module 503 includes: a critical mitigation level determination unit and a target mitigation level determination unit; wherein...

[0133] The critical relief level determination unit is used to determine the critical relief level based on the critical time and a preset level determination model.

[0134] The target mitigation level determination unit is used to determine the target mitigation level based on the minimum preset threshold of the start-up acceleration and the critical mitigation level.

[0135] In some embodiments, the preset level determination model includes:

[0136]

[0137] Where t1 is the transmission delay time at the vehicle network system level, t3 is the time from the traction level rise to the time when the vehicle sends the brake release command, and M 换算 F is the equivalent mass of the target vehicle. 牵引max C represents the starting traction force at the maximum level, and C is the preset impact rate limit threshold.

[0138] In some embodiments, the control module 505 includes a first control unit, configured to send a hold brake release command to the target vehicle according to the command sending time when the level of the target vehicle sending the hold brake release command is greater than the target release level, so as to control the target vehicle to hold brake release according to the target release level.

[0139] In some embodiments, the control module 505 includes a second control unit, configured to send a brake-holding release command to the target vehicle when the level of the target vehicle sending the brake-holding release command is not greater than the target release level, and when the current traction force of the target vehicle is equal to a preset release threshold, so as to control the target vehicle to maintain brake release according to the preset release threshold.

[0140] In some embodiments, the control module 505 includes a third control unit, configured to send a brake-holding release command to the target vehicle when the target vehicle sends a brake-holding release command at a level not greater than the target release level and when any traction control unit of the target vehicle is faulty, so as to control the target vehicle to maintain brake release according to the preset release threshold.

[0141] Those skilled in the field can understand that Figure 5 The structures shown do not constitute a limitation on the apparatus of the embodiments of this application. They may include more or fewer modules / units than shown, or combine certain modules / units, or have different module / unit arrangements.

[0142] Those skilled in the art will understand that the modules or steps described above can be implemented using general-purpose computing devices, either centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computing device. Furthermore, in some cases, the steps shown or described can be performed in a different order than presented herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module.

[0143] Example 4

[0144] This embodiment provides a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, can implement the method steps as described in the foregoing method embodiments; these steps will not be repeated here.

[0145] Computer-readable storage media may individually include computer programs, data files, data structures, etc., or combinations thereof. The computer-readable storage media or computer program may be specifically designed and understood by those skilled in the art of computer software, or the computer-readable storage media may be known and available to those skilled in the art of computer software. Examples of computer-readable storage media include: magnetic media, such as hard disks, floppy disks, and magnetic tapes; optical media, such as CD-ROMs and DVDs; magneto-optical media, such as optical discs; and hardware devices specifically configured to store and execute computer programs, such as read-only memory (ROM), random access memory (RAM), flash memory; or servers, application stores, etc. Examples of computer programs include machine code (e.g., code generated by a compiler) and files containing high-level code that can be executed by a computer using an interpreter. The described hardware devices may be configured to function as one or more software modules to perform the operations and methods described above, and vice versa. Furthermore, computer-readable storage media may be distributed across networked computer systems, allowing for the decentralized storage and execution of program code or computer programs.

[0146] Example 5

[0147] This embodiment provides a computer program product. The computer program product includes a computer program or instructions, which, when executed by a processor, implement all or part of the steps of the method as described in the foregoing method embodiments; these will not be repeated here.

[0148] Furthermore, the computer program product may include one or more computer-executable components configured to perform embodiments when the program is run; the computer program product may also include a computer program tangibly contained on a readable medium thereof, the computer program containing program code for performing any of the methods described in the embodiments of this disclosure. In such embodiments, the computer program may be downloaded and installed from a network via a communication component, and / or installed from a removable medium.

[0149] Example 6

[0150] This embodiment provides an electronic device. Figure 6 A connection block diagram of an electronic device provided in an embodiment of this application, such as... Figure 6 As shown, the electronic device 600 may include: one or more processors 601, memory 602, multimedia components 603, input / output (I / O) interface 604, and communication components 605.

[0151] One or more processors 601 are used to execute all or part of the steps as described in the foregoing method embodiments. Memory 602 is used to store various types of data, which may include, for example, instructions for any application or method in the electronic device, as well as application-related data.

[0152] One or more processors 601 may be implemented as an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components, for performing the methods as described in the foregoing method embodiments.

[0153] The memory 602 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0154] Multimedia component 603 may include a screen, which may be a touchscreen, and an audio component for outputting and / or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory or transmitted via a communication component. The audio component also includes at least one speaker for outputting audio signals.

[0155] I / O interface 604 provides an interface between one or more processors 601 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons can be virtual buttons or physical buttons.

[0156] The communication component 605 is used for wired or wireless communication between the electronic device 600 and other devices. Wired communication includes communication via network ports, serial ports, etc.; wireless communication includes Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, 5G, or one or more combinations thereof. Therefore, the corresponding communication component 605 may include a Wi-Fi module, a Bluetooth module, and an NFC module.

[0157] In summary, this application provides a vehicle holding brake release method, apparatus, computer-readable storage medium, and electronic device. The method includes: determining a starting acceleration based on the traction force, holding braking force, and starting resistance at the start time; determining a critical time for issuing a holding brake release command based on the starting acceleration and preset starting conditions; determining a target release level based on the critical time using a preset level determination model; determining a command transmission time for the holding brake release command based on the target release level and a preset impact rate limit threshold; and controlling the start of the target vehicle based on the target release level and the command transmission time. This application can significantly shorten the time from sending the holding brake release command to train start-up, improving train start-up speed, while preventing train slippage during maximum gradient start-up; it can also reduce the traction force at the time of train start-up, thereby reducing train start-up impact.

[0158] It should also be understood that the methods or apparatuses disclosed in the embodiments provided in this application can also be implemented in other ways. The method or apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functions, and operations of possible implementations of methods and apparatuses according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, computer program segment, or part of a computer program, which includes one or more computer programs for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings, and may actually be executed substantially in parallel. They may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer programs.

[0159] In this application, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "including one..." does not exclude the presence of other identical elements in the process, method, apparatus, or device that includes the element; the use of terms such as "first" and "second" is for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly indicating the number or sequential relationship of the indicated technical features; in the description of this application, unless otherwise stated, the terms "multiple" or "many" mean at least two; if a server is described, it should be noted that a server can be an independent physical server or terminal, or a server cluster consisting of multiple physical servers, or a cloud server capable of providing basic cloud computing services such as cloud servers, cloud databases, cloud storage, and CDN; if a smart terminal or mobile device is described in this application, it should be noted that a smart terminal or mobile device can be a mobile phone, tablet computer, smartwatch, netbook, wearable electronic device, personal digital assistant (PDA), augmented reality (AR) device, virtual reality (VR) device, smart TV, smart speaker, personal computer (PC). Computer (PC) etc., but not limited thereto, this application does not make any special restrictions on the specific form of smart terminals or mobile devices.

[0160] Finally, it should be noted that in the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "a single example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. 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 may be combined in any suitable manner in one or more embodiments or examples.

[0161] Although embodiments of this application have been shown and described above, it is to be understood that the above embodiments are exemplary and the content is only for the purpose of facilitating understanding of this application, and is not intended to limit this application. Any person skilled in the art to which this application pertains may make any modifications and changes in form and detail of the implementation without departing from the spirit and scope disclosed in this application, but the scope of protection of this application shall still be determined by the scope defined in the appended claims.

Claims

1. A method for releasing vehicle holding brakes, characterized in that, The method includes: The starting acceleration is determined based on the traction force at the start, the holding braking force at the start, and the starting resistance. The critical time for issuing the brake release command is determined based on the starting acceleration and the preset starting conditions; wherein, the preset starting conditions include: when the target vehicle is in AW3 condition and at the critical point of backward slip on a 35‰ slope, the starting acceleration is 0. The target mitigation level is determined based on the critical time using a preset level determination model; wherein, the preset level determination model includes: Where t1 is the transmission delay time at the vehicle network system level, t3 is the time from the traction level rise to the time when the vehicle sends the brake release command, and M 换算 F is the equivalent mass of the target vehicle. 牵引max C represents the starting traction force at the maximum level, and C is the preset impact rate limit threshold. The command transmission time for maintaining braking relief is determined based on the target mitigation level and the preset impact rate limit threshold. The starting of the target vehicle is controlled according to the target mitigation level and the command sending time.

2. The vehicle holding brake release method according to claim 1, characterized in that, The step of determining the target mitigation level based on the critical time using a preset level determination model includes: The critical mitigation level is determined by using a model based on the critical time and a preset level. The target mitigation level is determined based on the minimum preset threshold of the starting acceleration and the critical mitigation level.

3. The vehicle holding brake release method according to claim 1, characterized in that, The step of controlling the start-up of the target vehicle based on the target mitigation level and the command transmission time includes: If the level at which the target vehicle sends the brake release command is greater than the target release level, a brake release command is sent to the target vehicle according to the command sending time, so as to control the target vehicle to maintain brake release according to the target release level.

4. The vehicle holding brake release method according to claim 1, characterized in that, The step of controlling the start-up of the target vehicle based on the target mitigation level and the command transmission time includes: If the level at which the target vehicle sends the brake release command is not greater than the target release level, and when the current traction force of the target vehicle is equal to a preset release threshold, a brake release command is sent to the target vehicle to control the target vehicle to maintain brake release according to the preset release threshold.

5. The vehicle holding brake release method according to claim 1, characterized in that, The step of controlling the start-up of the target vehicle based on the target mitigation level and the command transmission time includes: If the level at which the target vehicle sends the brake release command is not greater than the target release level and any traction control unit of the target vehicle is faulty, and the current traction force of the target vehicle is equal to a preset release threshold, a brake release command is sent to the target vehicle to control the target vehicle to maintain brake release according to the preset release threshold.

6. A vehicle holding brake release device, characterized in that, include: The starting acceleration determination module is used to determine the starting acceleration based on the traction force at the start, the holding braking force at the start, and the starting resistance. The critical time determination module is used to determine the critical time for issuing the holding brake release command based on the starting acceleration and the preset starting conditions; wherein, the preset starting conditions include: when the target vehicle is in AW3 condition and at the critical point of backward slip on a 35‰ slope, the starting acceleration is 0. The mitigation level determination module is used to determine the target mitigation level based on the critical time using a preset level determination model; wherein, the preset level determination model includes: Where t1 is the transmission delay time at the vehicle network system level, t3 is the time from the traction level rise to the time when the vehicle sends the brake release command, and M 换算 F is the equivalent mass of the target vehicle. 牵引max C represents the starting traction force at the maximum level, and C is the preset impact rate limit threshold. The instruction transmission time determination module is used to determine the instruction transmission time of the braking relief instruction based on the target mitigation level and the preset impact rate limit threshold. The control module is used to control the start-up of the target vehicle based on the target mitigation level and the instruction sending time.

7. A computer-readable storage medium, characterized in that, The computer program stored in the computer-readable storage medium, when executed by one or more processors, implements the steps of the vehicle holding brake release method as described in any one of claims 1 to 5.

8. An electronic device, characterized in that, It includes a memory and one or more processors, the memory storing a computer program that, when executed by the one or more processors, performs the steps of the vehicle holding brake release method as described in any one of claims 1 to 5.

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