Braking system control method based on a wind resistance braking device

Abstract

The application relates to a kind of based on the control method of wind resistance braking device brake system, belong to train braking technical field, this based on the control method of wind resistance braking device brake system includes the following steps: judging the failure rate of wind resistance braking wing plate, when the failure rate of wind resistance braking wing plate is less than or equal to 25%, control brake system enters standard braking mode;When the failure rate of wind resistance braking wing plate is greater than 25%, control brake system enters enhanced braking mode.Standard braking mode includes three steps of meeting brake force demand, balancing vertical force and finding optimal solution;Enhanced braking mode is to control all wind resistance braking wing plates of train to open to maximum angle.The control method of brake system based on wind resistance braking device can automatically switch standard braking mode and enhanced braking mode according to the failure rate of wind resistance braking wing plate, improve the wind resistance braking efficiency and safety of train.

Description

Technical Field

[0001] This invention belongs to the field of train braking technology, and particularly relates to a braking system control method based on aerodynamic braking device. Background Technology

[0002] Among the braking methods for high-speed maglev trains, track eddy current braking, magnetic track braking, and aerodynamic braking are the three mainstream non-adhesive braking technologies at present. Aerodynamic braking utilizes aerodynamic braking vanes on the train body surface to increase air resistance and generate braking force. According to relevant research, adding aerodynamic braking significantly reduces the braking distance of high-speed maglev trains. However, at the same time, the aerodynamic braking device generates vertical forces, altering the overall aerodynamic flow field of the train. This includes the vertical pressure generated by the aerodynamic braking vanes of the lead and tail cars, and the vertical lift generated by the aerodynamic braking vanes of the middle cars. This can greatly interfere with the train's levitation system, affecting driving safety. Therefore, while ensuring the overall braking performance of the train, it is necessary to effectively control the overall aerodynamic flow field of the train by reasonably adjusting the opening angle of the aerodynamic braking vanes.

[0003] In the prior art, Chinese invention patent application CN116176648A discloses a collaborative control method for a high-speed train's aerodynamic braking system. This method analyzes train operating environment data, combining it with power supply information, severe weather information, and crew technical data to determine the train's braking mode, thereby controlling the train's aerodynamic braking device. However, this patent does not consider the possibility of malfunctions in the aerodynamic braking vanes. When the aerodynamic braking vanes malfunction, the preset braking mode cannot be executed, posing a significant safety hazard.

[0004] Therefore, how to provide a specific and feasible control method for wind resistance braking system is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a braking system control method based on aerodynamic braking devices. The method automatically switches between standard braking mode and enhanced braking mode according to the failure rate of the aerodynamic braking vanes, thereby improving the aerodynamic braking efficiency and safety of trains.

[0006] This invention provides a braking system control method based on aerodynamic braking device, comprising:

[0007] Determine the failure rate of the drag brake vanes. When the failure rate of the drag brake vanes is less than or equal to 25%, control the braking system to enter the standard braking mode. The standard braking mode includes the following steps:

[0008] To meet braking force requirements: control all wind resistance brake vanes of the train to open to their initial angle to meet the braking force requirements of the train;

[0009] Balancing vertical force: Using an automatic optimization algorithm, the wind resistance brake vanes of the head car, middle car, and tail car are adjusted to the balance angle to balance the vertical force generated by the wind resistance brake vanes of the train.

[0010] Finding the optimal solution: Based on the balance angle of the wind resistance brake vanes of the head car, middle car, and tail car, find the optimal angle of the wind resistance brake vanes of the head car, middle car, and tail car when the variance of the vertical force generated by the wind resistance brake vanes of the train is minimized, and control the wind resistance brake vanes of the head car, middle car, and tail car to adjust to the optimal angle respectively.

[0011] When the failure rate of the wind resistance brake vanes is greater than 25%, the control braking system enters the enhanced braking mode; in the enhanced braking mode, all wind resistance brake vanes of the train are opened to their maximum angle.

[0012] This technical solution automatically switches between standard braking mode and enhanced braking mode based on the failure rate of the wind resistance braking vane, thereby improving the wind resistance braking efficiency and safety of the train.

[0013] In some embodiments, before controlling all the wind resistance brake vanes of the train to open to the initial angle in the step of meeting the braking force requirement, the train controls all the wind resistance brake vanes of the train to open to the preset angle, and adjusts all the wind resistance brake vanes of the train to open to the initial angle according to the preset angle.

[0014] In some embodiments, the initial angle is determined as follows:

[0015] Determine whether the train's overall braking force meets the train's braking requirements when all the wind resistance brake vanes are opened to a preset angle.

[0016] If so, then the initial angle = the preset angle;

[0017] If not, the initial angle is calculated using an iterative update algorithm based on the preset angle until the updated initial angle can meet the braking force requirements of the train.

[0018] In some embodiments, the comprehensive braking force of the train is determined according to equation (1) to meet the braking force requirements of the train. The expression of equation (1) is:

[0019]

[0020] In equation (1), F is the combined braking force of all the wind resistance brake vanes of the train, N is the number of all the wind resistance brake vanes of the train, α is the initial opening angle of all the wind resistance brake vanes of the train, v is the train speed, and F i (α)(v) represents the drag braking force expression for a single drag braking winglet, F 需(v) is the expression for the wind resistance braking force required for train braking.

[0021] In some embodiments, during the vertical force balancing step, there are multiple solution sets for the balancing angles of the wind resistance brake vanes of the lead car, tail car, and middle car.

[0022] In some embodiments, the specific method for obtaining the balance angle through an automatic optimization algorithm is as follows:

[0023] Determine whether the sum of the vertical pressures generated by the drag brake vanes of the lead and tail vehicles is balanced with the sum of the vertical lift generated by the drag brake vanes of the middle vehicle.

[0024] If so, then the opening angle of the wind resistance brake vanes of the leading car, the last car, and the middle car is the balance angle.

[0025] If not, then continue to determine whether the sum of the vertical pressure generated by the drag brake vanes of the lead car and the tail car is greater than the vertical lift generated by the drag brake vanes of the middle car; if so, then use an iterative update algorithm to adjust the opening angle of the drag brake vanes of the middle car until a balance angle is reached; if not, then use an iterative update algorithm to adjust the opening angle of the drag brake vanes of the lead car and the tail car respectively until a balance angle is reached.

[0026] In some embodiments, the sum of the vertical pressures generated by the wind resistance brake vanes of the lead car and the tail car is calculated according to equation (2), which is expressed as follows:

[0027]

[0028] In equation (2), F 压 The sum of the vertical pressures generated by the wind resistance brake vanes of the lead and tail vehicles; i represents the i-th solution set, F i1 For the i-th solution set, α represents the vertical pressure generated by the wind resistance brake vane of the lead vehicle; i1 For the i-th solution set, the equilibrium angle of the lead vehicle's wind resistance brake vane; F i2 For the i-th solution set, α represents the vertical pressure generated by the tail vehicle's drag brake wing. i2 Let be the equilibrium angle of the tail vehicle's drag brake winglet in the i-th solution set;

[0029] The sum of vertical lift generated by the wind resistance brake vanes of the intermediate car is calculated according to equation (3). The expression of equation (3) is as follows:

[0030]

[0031] In equation (3), F 升 F is the sum of the vertical lift generated by the wind resistance brake vanes of the intermediate car. i3 For the i-th solution set, α represents the vertical lift generated by the wind resistance brake wing of the middle car.i3 Let be the equilibrium angle of the wind resistance brake wing of the middle vehicle in the i-th solution set.

[0032] In some embodiments, during the optimal solution search step, the variance of the vertical force generated by the train's wind resistance brake vanes is calculated according to equation (4):

[0033]

[0034] In equation (4), i represents the i-th solution set, S is the variance of the vertical force generated by the wind resistance brake vanes of the train, N1 is the number of wind resistance brake vanes of the lead car, N2 is the number of wind resistance brake vanes of the tail car, and N3 is the number of wind resistance brake vanes of the middle car.

[0035] In some embodiments, the minimum vertical force variance generated by the wind resistance brake vane of the train is found according to equation (5), which is expressed as:

[0036]

[0037] In equation (5), σ 2 The variance of the minimum vertical force generated by the wind resistance braking vane of the train.

[0038] In some embodiments, the method for determining the optimal angle is as follows:

[0039] Starting from the 0th solution set, calculate the variance S of the vertical force generated by the wind resistance brake vane of the train in the current ith solution set, and compare the variance S with the current minimum vertical force variance σ of the train. 2 Size,

[0040] If S≤σ 2 Then the opening angles of the lead car, tail car, and middle car will be updated to the angles corresponding to the current vertical force variance S.

[0041] If S>σ 2 Then the opening angles of the lead car, tail car, and middle car will be updated to the minimum vertical force variance σ. 2 The corresponding angle;

[0042] Continue to determine whether the current i-th solution set is included in all solution sets, and find the optimal opening angle of the wind resistance brake vanes of the lead car, tail car, and middle car respectively based on the determination result.

[0043] Based on the above scheme, the braking system control method based on the wind resistance braking device in this embodiment of the invention automatically switches between standard braking mode and enhanced braking mode according to the failure rate of the wind resistance braking vane, and automatically adjusts the opening angle of the wind resistance braking vane according to the braking force requirements and vertical force balance, thereby optimizing the aerodynamic characteristics and stability of the train and realizing intelligent control of the train's wind resistance braking vane; by finding the optimal angle that minimizes the variance of the vertical force generated by the wind resistance braking vane, the wind load interference experienced by the train during high-speed operation is reduced, the vibration and noise of the train are reduced, and the wind resistance braking efficiency and safety of the train are improved. Attached Figure Description

[0044] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0045] Figure 1 This is a flowchart of the braking system control method based on the wind resistance braking device of the present invention;

[0046] Figure 2 A flowchart outlining the steps to meet braking force requirements;

[0047] Figure 3 A flowchart outlining the steps to balance the vertical force;

[0048] Figure 4 A flowchart outlining the steps to find the optimal solution;

[0049] Figure 5 Examples are provided to illustrate the magnitude of braking force and vertical force under different conditions. Detailed Implementation

[0050] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0051] It should be noted that the braking system control method based on the wind resistance braking device provided by this invention adjusts the wind resistance braking vane based on the braking force and vertical force generated by the wind resistance braking device. For ease of understanding, the braking force and vertical force generated by the wind resistance braking device are first explained:

[0052] (1) Braking force: The braking force increases with the increase of train speed; the braking force increases with the increase of the opening angle of the wind resistance brake vane (generally not exceeding 75°);

[0053] (2) Vertical force: Vertical force increases with the increase of train speed; vertical force increases with the increase of the opening angle of the wind resistance brake vane (generally not exceeding 75°); the wind resistance brake vane of the lead car will generate vertical pressure, the wind resistance brake vane of the middle car will generate vertical lift, and the wind resistance brake vane of the tail car will generate vertical pressure.

[0054] The precise relationship between braking force and vertical force with train speed and the opening angle of the drag brake vanes is influenced by many factors, including the structure, number, and relative position of the drag brake devices, as well as the train's body shape, and cannot be uniformly explained. Figure 5 Examples of the magnitude of braking force and vertical force under different conditions are given. The magnitude relationship between the relevant data satisfies the basic rules of (1) and (2) above, but does not represent the specific proportional relationship between the data.

[0055] It should also be noted that in this invention, "head car," "tail car," and "middle car" refer to a train with three carriages. "Head car" is the first carriage, "tail car" is the last carriage, and "middle car" is the middle carriage. If the number of carriages in the train is not equal to three, "head car" refers to the first carriage, "tail car" refers to the last carriage, and "middle car" refers to the middle carriages.

[0056] like Figures 1-4 As shown, in one embodiment of the braking system control method based on the wind resistance braking device of the present invention, as Figure 1 As shown, the braking system control method based on wind resistance braking device includes the following steps:

[0057] Determine the failure rate of the drag brake vanes. When the failure rate of the drag brake vanes is less than or equal to 25%, control the braking system to enter the standard braking mode. The standard braking mode includes the following steps:

[0058] To meet braking force requirements: control all wind resistance brake vanes of the train to open to their initial angle to meet the braking force requirements of the train;

[0059] Balancing vertical force: Using an automatic optimization algorithm, the wind resistance brake vanes of the head car, middle car, and tail car are adjusted to the balance angle to balance the vertical force generated by the wind resistance brake vanes of the train.

[0060] Finding the optimal solution: Based on the balance angle of the wind resistance brake vanes of the head car, middle car, and tail car, find the optimal angle of the wind resistance brake vanes of the head car, middle car, and tail car when the variance of the vertical force generated by the wind resistance brake vanes of the train is minimized, and control the wind resistance brake vanes of the head car, middle car, and tail car to adjust to the optimal angle respectively.

[0061] When the failure rate of the wind resistance brake vanes is greater than 25%, the control braking system enters the enhanced braking mode; in the enhanced braking mode, all wind resistance brake vanes of the train are opened to their maximum angle.

[0062] In the above illustrative embodiments, the braking system control method based on the wind resistance braking device can improve the wind resistance braking efficiency and safety of the train. Specifically, according to the failure rate of the wind resistance brake vane, the standard braking mode and the enhanced braking mode are automatically switched. According to the braking force requirements and vertical force balance, the opening angle of the wind resistance brake vane is automatically adjusted to optimize the aerodynamic characteristics and stability of the train and realize intelligent control of the train's wind resistance brake vane. By finding the optimal angle with the minimum variance of the vertical force generated by the wind resistance brake vane, the wind load interference experienced by the train during high-speed operation is reduced, the vibration and noise of the train are reduced, and the running comfort of the train is improved.

[0063] In some embodiments, such as Figure 2 As shown, in the step of meeting the braking force requirement, before controlling all the wind resistance brake vanes of the train to open to the initial angle, control all the wind resistance brake vanes of the train to open to the preset angle α0, and adjust all the wind resistance brake vanes of the train to open to the initial angle according to the preset angle. Specifically, as... Figure 2 As shown, all wind resistance brake vanes of the train are controlled to open to a preset angle α0. It should be noted that the value of the preset angle α0 can be obtained from simulation experiments; it can be understood that, in order to meet the braking force requirements of the train more quickly, the preset angle α0 is generally adopted as a value that can roughly meet the braking force requirements of the train. In this embodiment, α0 = 50°.

[0064] Furthermore, such as Figure 2 As shown, the method for determining the initial angle is as follows:

[0065] Determine whether the train's overall braking force meets the train's braking requirements when all the wind resistance brake vanes are opened to a preset angle.

[0066] If so, then the initial angle = the preset angle;

[0067] If not, an iterative update algorithm is used to calculate the initial angle based on a preset angle until the updated initial angle meets the train's braking force requirements. Specifically, the iterative update operation of the initial angle α is performed using α = α + A, where 0° ≤ α ≤ 90°, and A is the adjustment step size. It can be understood that α = α + A is an iterative calculation statement, a calculation that can be understood by those skilled in the art, and the size of the adjustment step size A can be set according to actual conditions. In this step, the iterative update algorithm is used to calculate the initial angle, making the train's overall braking force as close as possible to the train's braking force requirements, reducing braking force errors and fluctuations. Simultaneously, by adjusting the size of the step size A, the convergence speed and accuracy of the iterative update algorithm can be controlled, avoiding too many or too few iterations and saving computation time and resources.

[0068] In some embodiments, such as Figure 2 As shown, according to equation (1), it is determined whether the train's comprehensive braking force meets the train's braking force requirements. The expression of equation (1) is:

[0069]

[0070] In equation (1), F is the combined braking force of all the wind resistance brake vanes of the train, N is the number of all the wind resistance brake vanes of the train, α is the initial opening angle of all the wind resistance brake vanes of the train, v is the train speed, and F i (α)(v) represents the drag braking force expression for a single drag braking winglet, F 需 (v) is the expression for the wind resistance braking force required for train braking. Equation (1) takes into account factors such as the number of wind resistance brake vanes, opening angle, and operating speed. By judging the relationship between the train's comprehensive braking force and the train's braking force requirements, the initial angle of the wind resistance brake vanes is adjusted to keep the train's comprehensive braking force matching the train's braking force requirements.

[0071] In some embodiments, during the vertical force balancing step, the balancing angles of the aerodynamic drag brake vanes of the lead car, tail car, and intermediate car have multiple solutions. It should be noted that the vertical force generated by the aerodynamic drag brake vanes is related to factors such as the vane opening angle, operating speed, and air density. Different combinations may result in the same or similar vertical forces, and different vertical forces correspond to different braking force requirements. Furthermore, since there are multiple aerodynamic drag brake vanes, as long as the average braking force generated by these vanes can meet the train's braking requirements, the balancing angle requirement can be satisfied. Therefore, the vertical force balancing step will generate multiple solutions.

[0072] In some embodiments, such as Figure 3 As shown, the specific method for obtaining the balance angle through the automatic optimization algorithm is as follows:

[0073] Determine the sum of the vertical pressures F generated by the wind resistance brake vanes of the lead and tail vehicles. 压 The sum of F and the vertical lift generated by the wind resistance brake vanes of the intermediate car 升 Is it balanced?

[0074] If so, then the opening angle of the wind resistance brake vanes of the leading car, the last car, and the middle car is the balance angle.

[0075] If not, then continue to determine whether the sum of the vertical pressure generated by the drag brake vanes of the lead car and the tail car is greater than the vertical lift generated by the drag brake vanes of the middle car; if so, then use an iterative update algorithm to adjust the opening angle of the drag brake vanes of the middle car until a balance angle is reached; if not, then use an iterative update algorithm to adjust the opening angle of the drag brake vanes of the lead car and the tail car respectively until a balance angle is reached.

[0076] It should be noted that in this embodiment, if F is satisfied... 压 =F 升 +ΔF, then the sum of the vertical pressures F generated by the wind resistance brake vanes of the lead car and the tail car is considered to be... 压 The sum of F and the vertical lift generated by the wind resistance brake vanes of the intermediate car 升 To achieve equilibrium, ΔF represents the force control deviation. It is understandable that the magnitude of ΔF can be set according to the actual situation; if F... 压 >F 升 +ΔF, then the sum of the vertical pressures F generated by the wind resistance brake vanes of the lead car and the tail car is considered to be... 压 The sum of F and the vertical lift generated by the wind resistance brake vanes of the intermediate car 升 unbalanced.

[0077] It should also be noted that the opening angle of the wind resistance brake vanes of the lead vehicle is determined by α. i1 =α i1 +A is used for calculation; the opening angle of the tail vehicle's drag brake wing is determined by α. i2 =α i2 +A is used for calculation; the opening angle of the wind resistance brake vane of the intermediate car is determined by α. i3 =α i3 +A is used for calculation.

[0078] In some embodiments, such as Figure 3 As shown, the sum of the vertical pressures generated by the wind resistance brake vanes of the lead car and the tail car is calculated according to equation (2). The expression of equation (2) is:

[0079]

[0080] In equation (2), F 压 The sum of the vertical pressures generated by the wind resistance brake vanes of the lead and tail vehicles; i represents the i-th solution set, Fi1 For the i-th solution set, α represents the vertical pressure generated by the wind resistance brake vane of the lead vehicle; i1 For the i-th solution set, the equilibrium angle of the lead vehicle's wind resistance brake vane; F i2 For the i-th solution set, α represents the vertical pressure generated by the tail vehicle's drag brake wing. i2 Let be the equilibrium angle of the tail vehicle's drag brake winglet in the i-th solution set;

[0081] The sum of vertical lift generated by the wind resistance brake vanes of the intermediate car is calculated according to equation (3). The expression of equation (3) is as follows:

[0082]

[0083] In equation (3), F 升 F is the sum of the vertical lift generated by the wind resistance brake vanes of the intermediate car. i3 For the i-th solution set, α represents the vertical lift generated by the wind resistance brake wing of the middle car. i3 Let be the equilibrium angle of the wind resistance brake wing of the middle vehicle in the i-th solution set.

[0084] In some embodiments, such as Figure 4 As shown, in the step of finding the optimal solution, the variance of the vertical force generated by the wind resistance brake vane of the train is calculated according to equation (4):

[0085]

[0086] In equation (4), i represents the i-th solution set, S is the variance of the vertical force generated by the wind resistance brake vanes of the train, N1 is the number of wind resistance brake vanes of the lead car, N2 is the number of wind resistance brake vanes of the tail car, and N3 is the number of wind resistance brake vanes of the middle car.

[0087] In some embodiments, such as Figure 4 As shown, the minimum vertical force variance generated by the wind resistance brake vane of the train is found according to equation (5). The expression of equation (5) is:

[0088]

[0089] In equation (5), σ 2 The variance of the minimum vertical force generated by the wind resistance braking vane of the train.

[0090] In some embodiments, such as Figure 4 As shown, the method for determining the optimal angle is as follows:

[0091] Starting from the 0th solution set, calculate the variance S of the vertical force generated by the wind resistance brake vane of the train in the current ith solution set, and compare the variance S with the current minimum vertical force variance σ of the train. 2 Size,

[0092] If S≤σ 2 Then the opening angles of the lead car, tail car, and middle car will be updated to the angles corresponding to the current vertical force variance S.

[0093] If S>σ 2 Then the opening angles of the lead car, tail car, and middle car will be updated to the minimum vertical force variance σ. 2 The corresponding angle;

[0094] The process continues by determining whether the current i-th solution set is included in all solution sets. Based on the determination result, the optimal opening angles of the drag brake vanes for the lead car, tail car, and middle car are found respectively. It should be noted that in this embodiment, it is assumed that there are N+1 solution sets for the equilibrium angle. The determination of whether the current i-th solution set is included in all solution sets is based on the magnitude of i and N. In this step, the vertical force balance is optimized by minimizing the vertical force variance, reducing the vibration and noise generated by the train during high-speed operation, improving the aerodynamic stability and safety of the train, and ensuring the stability and safety of train operation.

[0095] Through the description of several embodiments of the braking system control method based on the wind resistance braking device of the present invention, it can be seen that the embodiments of the braking system control method based on the wind resistance braking device of the present invention have at least one or more of the following advantages:

[0096] 1. The braking system control method based on the wind resistance braking device provided by the present invention automatically switches between standard braking mode and enhanced braking mode according to the failure rate of the wind resistance braking vane, thereby improving the wind resistance braking efficiency and safety of the train.

[0097] 2. The braking system control method based on the wind resistance braking device provided by the present invention automatically adjusts the opening angle of the wind resistance braking vane according to the braking force requirements and vertical force balance, optimizes the aerodynamic characteristics and stability of the train, and realizes intelligent control of the wind resistance braking vane of the train.

[0098] 3. The braking system control method based on wind resistance braking device provided by the present invention reduces the wind load interference experienced by the train during high-speed operation by finding the optimal angle with the minimum variance of the vertical force generated by the wind resistance braking wing plate, thereby reducing the vibration and noise of the train and improving the running comfort of the train.

[0099] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0100] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A braking system control method based on aerodynamic braking device, characterized in that, Includes the following steps: Determine the failure rate of the drag brake vanes. When the failure rate of the drag brake vanes is less than or equal to 25%, control the braking system to enter the standard braking mode. The standard braking mode includes the following steps: To meet braking force requirements: control all wind resistance brake vanes of the train to open to their initial angle to meet the braking force requirements of the train; Balancing Vertical Force: Using an automatic optimization algorithm, the drag brake vanes of the lead car, middle car, and tail car are adjusted to the equilibrium angle to balance the vertical force generated by the drag brake vanes of the train. There are multiple solution sets for the equilibrium angles of the drag brake vanes of the lead car, tail car, and middle car. The specific method for obtaining the equilibrium angle using the automatic optimization algorithm is as follows: Determine whether the sum of the vertical pressures generated by the drag brake vanes of the lead and tail vehicles is balanced with the sum of the vertical lift generated by the drag brake vanes of the middle vehicle. If so, then the opening angle of the wind resistance brake vanes of the leading car, the last car, and the middle car is the balance angle. If not, then continue to determine whether the sum of the vertical pressure generated by the drag brake vanes of the lead car and the tail car is greater than the vertical lift generated by the drag brake vanes of the middle car; if so, then use an iterative update algorithm to adjust the opening angle of the drag brake vanes of the middle car until a balance angle is reached; if not, then use an iterative update algorithm to adjust the opening angle of the drag brake vanes of the lead car and the tail car respectively until a balance angle is reached. The sum of the vertical pressures generated by the wind resistance brake vanes of the lead car and the tail car is calculated according to equation (2). The expression of equation (2) is: （2）； In equation (2), It is the sum of the vertical pressures generated by the wind resistance brake vanes of the lead car and the tail car; Indicates the first A set of solutions For the first In the solution set, the vertical pressure generated by the wind resistance brake vane of the lead car; For the first In the solution set, the equilibrium angle of the wind resistance brake vane of the lead car; For the first In the solution set, the vertical pressure generated by the tail vehicle's wind resistance brake wing is considered. For the first The equilibrium angle of the tail vehicle's wind resistance brake wing in the solution set; The sum of vertical lift generated by the wind resistance brake vanes of the intermediate car is calculated according to equation (3). The expression of equation (3) is: （3）； In equation (3), This is the sum of the vertical lift generated by the wind resistance brake vanes of the intermediate car. For the first In the solution set, the vertical lift generated by the wind resistance brake vane of the intermediate vehicle is... For the first In the solution set, the equilibrium angle of the wind resistance brake vane of the middle vehicle; Finding the optimal solution: Based on the balance angle of the wind resistance brake vanes of the head car, middle car, and tail car, find the optimal angle of the wind resistance brake vanes of the head car, middle car, and tail car when the variance of the vertical force generated by the wind resistance brake vanes of the train is minimized, and control the wind resistance brake vanes of the head car, middle car, and tail car to adjust to the optimal angle respectively. When the failure rate of the wind resistance brake vanes exceeds 25%, the control braking system enters the enhanced braking mode; in the enhanced braking mode, all wind resistance brake vanes of the train are opened to their maximum angle.

2. The braking system control method based on aerodynamic braking device according to claim 1, characterized in that, In the step of meeting the braking force requirements, before controlling all the wind resistance brake vanes of the train to open to the initial angle, control all the wind resistance brake vanes of the train to open to the preset angle, and adjust all the wind resistance brake vanes of the train to open to the initial angle according to the preset angle.

3. The braking system control method based on aerodynamic braking device according to claim 2, characterized in that, The method for determining the initial angle is as follows: Determine whether the train's overall braking force meets the train's braking requirements when all the wind resistance brake vanes are opened to a preset angle. If so, then the initial angle = the preset angle; If not, the initial angle is calculated using an iterative update algorithm based on the preset angle until the updated initial angle can meet the braking force requirements of the train.

4. The braking system control method based on aerodynamic braking device according to claim 3, characterized in that, Based on equation (1), determine whether the train's comprehensive braking force meets the train's braking force requirements. The expression for equation (1) is: （1）； In equation (1), The combined braking force of all wind resistance brake vanes on the train. This refers to the total number of all wind resistance brake vanes on the train. The initial angle at which all the wind resistance brake vanes of the train open. For train speed, Let be the expression for the drag braking force of a single drag braking wing. The expression for the wind resistance braking force required for train braking.

5. The braking system control method based on aerodynamic braking device according to claim 1, characterized in that, In the step of finding the optimal solution, the variance of the vertical force generated by the wind resistance brake vane of the train is calculated according to equation (4): （4）; In equation (4), Indicates the first A set of solutions The variance of the vertical force generated by the wind resistance brake vanes of the train. The number of wind resistance brake vanes for the lead car. The number of drag brake winglets on the rear vehicle. This refers to the number of wind resistance brake vanes on the intermediate vehicle.

6. The braking system control method based on aerodynamic braking device according to claim 5, characterized in that, The minimum vertical force variance generated by the wind resistance brake vane of the train is found according to equation (5). The expression of equation (5) is: （5）; In equation (5), The variance of the minimum vertical force generated by the wind resistance braking vane of the train.

7. The braking system control method based on aerodynamic braking device according to claim 6, characterized in that, The method for determining the optimal angle is as follows: Starting from the 0th solution set, calculate the current solution set. The variance of the vertical force generated by the wind resistance brake vanes of the train in the solution set. Determine the variance of vertical force With respect to the current minimum vertical force variance of the train Size, like ≤ Then the opening angles of the lead car, tail car, and middle car will be updated to match the current vertical force variance. The corresponding angle; like > Then the opening angles of the lead car, tail car, and middle car will be updated to match the current minimum vertical force variance. The corresponding angle; Continue to judge the current first Based on whether each solution set is included in all solution sets, the optimal opening angle of the wind resistance brake vanes for the lead car, tail car, and middle car is determined.

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