Methods, devices, electronic equipment and storage media for preventing runaway of railway engineering vehicles

Abstract

This application discloses a method, device, electronic equipment, and storage medium for preventing runaway of railway engineering vehicles, belonging to the technical field of vehicle control technology. The method for preventing runaway of railway engineering vehicles includes: acquiring the gear position, driving handle position, and brake cylinder pressure value of the railway engineering vehicle; determining whether the brake cylinder pressure value is greater than a preset anti-runaway pressure value; if it is greater, cutting off the power output of the drive system to the railway engineering vehicle; if it is not greater, determining whether the railway engineering vehicle is in an uphill start state; if the railway engineering vehicle is in an uphill start state, controlling the drive system to output power to the railway engineering vehicle when the brake cylinder pressure value shows a decreasing trend; if the railway engineering vehicle is not in an uphill start state, cutting off the power output of the drive system to the railway engineering vehicle. This application can prevent runaway behavior of railway engineering vehicles and improve the safety of vehicle control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, electronic equipment and storage medium for preventing runaway of railway engineering vehicles. Background Technology

[0002] During railway line operations, personnel are often required to work around the engineering vehicles. Due to the significant weight of railway engineering vehicles, slippage poses a serious safety threat to both the vehicle and personnel. Current technologies typically control slippage only after it has occurred using mechanical and hydraulic devices, failing to prevent it from happening in the first place.

[0003] Therefore, how to prevent the runaway behavior of railway engineering vehicles and improve the safety of vehicle control is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this application is to provide a method, device, electronic equipment, and storage medium for preventing runaway of railway engineering vehicles, which can prevent runaway behavior of railway engineering vehicles and improve the safety of vehicle control.

[0005] To solve the above-mentioned technical problems, this application provides a method for preventing runaway of railway engineering vehicles, the method comprising:

[0006] To obtain the gear position status, driving handle status, and brake cylinder pressure value of railway engineering vehicles;

[0007] If the gear position, the driving lever position, and the brake cylinder pressure value meet the preset constraint conditions, then determine whether the brake cylinder pressure value is greater than the preset non-slip pressure value.

[0008] If the pressure exceeds the preset non-slip pressure value, the power output of the drive system to the railway engineering vehicle is cut off.

[0009] If the pressure is not greater than the preset non-slip pressure value, then the railway engineering vehicle is determined to be in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear status, and the vehicle body tilt angle.

[0010] If the railway engineering vehicle is in an uphill start state, when the change trend of the brake cylinder pressure value is downward, the drive system is controlled to output power to the railway engineering vehicle.

[0011] If the railway engineering vehicle is not in an uphill start state, the power output of the drive system to the railway engineering vehicle is cut off.

[0012] Optionally, after obtaining the gear position, traction handle position, and brake cylinder pressure value of the railway engineering vehicle, the following may also be included:

[0013] Determine whether the gear position is forward or reverse to obtain a first determination result;

[0014] Determine whether the state of the crane handle is that the crane handle is being pushed, and obtain a second determination result;

[0015] Determine whether the brake cylinder pressure value is greater than 0 to obtain a third determination result;

[0016] If the first judgment result, the second judgment result, and the third judgment result are all yes, then it is determined that the gear position, the driving lever position, and the brake cylinder pressure value meet the preset constraint conditions.

[0017] If the first judgment result, the second judgment result, and the third judgment result are not all yes, then it is determined that the gear position, the driving lever position, and the brake cylinder pressure value do not meet the preset constraint conditions.

[0018] Optionally, determining whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle includes:

[0019] Determine whether the trend of the brake cylinder pressure value is upward;

[0020] If the brake cylinder pressure value shows an upward trend, it is determined that the railway engineering vehicle is not in an uphill start state;

[0021] If the brake cylinder pressure value is not trending upward, then the railway engineering vehicle is determined to be in an uphill start state based on the gear position and the vehicle body tilt angle.

[0022] Optional, also includes:

[0023] If the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is not decreasing, then the power output of the drive system to the railway engineering vehicle is cut off.

[0024] Optionally, before determining whether the brake cylinder pressure value is greater than the preset non-slip pressure value, the method further includes:

[0025] The preset non-slip pressure value is calculated based on the vehicle body tilt angle, vehicle weight, and coefficient of friction.

[0026] Optionally, controlling the drive system to output power to the railway engineering vehicle includes:

[0027] The drive system is controlled to output power to the railway engineering vehicle according to the state of the driving handle.

[0028] Optional, also includes:

[0029] If the railway engineering vehicle is in a traction state, it is determined whether the gear state and vehicle speed meet the slippage conditions; wherein, the slippage conditions are: the direction corresponding to the gear state is opposite to the direction of the vehicle speed, and the duration for which the vehicle speed is continuously higher than the starting speed is greater than a preset duration.

[0030] If the slippage condition is met, the braking system is controlled to output braking force to the railway engineering vehicle.

[0031] This application also provides a device for preventing runaway of railway engineering vehicles, the device comprising:

[0032] The parameter acquisition module is used to acquire the gear status, driving handle status, and brake cylinder pressure value of railway engineering vehicles.

[0033] The status judgment module is used to determine whether the brake cylinder pressure value is greater than a preset non-slip pressure value if the gear position, the driving handle position, and the brake cylinder pressure value meet preset constraints; it is also used to cut off the power output of the drive system to the railway engineering vehicle if the brake cylinder pressure value is greater than the preset non-slip pressure value; and it is also used to determine whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle if the brake cylinder pressure value is not greater than the preset non-slip pressure value.

[0034] The anti-slippage module is used to control the drive system to output power to the railway engineering vehicle when the brake cylinder pressure value changes in a downward trend if the railway engineering vehicle is in an uphill start-up state; it is also used to cut off the power output of the drive system to the railway engineering vehicle if the railway engineering vehicle is not in an uphill start-up state.

[0035] This application also provides a storage medium storing a computer program thereon, which, when executed, implements the steps of the above-described method for preventing runaway of railway engineering vehicles.

[0036] This application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor, when calling the computer program in the memory, implements the steps of the above-described method for preventing runaway of railway engineering vehicles.

[0037] This application provides a method for preventing runaway of railway engineering vehicles, comprising: acquiring the gear position, driving handle position, and brake cylinder pressure value of the railway engineering vehicle; if the gear position, driving handle position, and brake cylinder pressure value meet preset constraints, determining whether the brake cylinder pressure value is greater than a preset anti-runaway pressure value; if it is greater than the preset anti-runaway pressure value, cutting off the power output of the drive system to the railway engineering vehicle; if it is not greater than the preset anti-runaway pressure value, determining whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle; if the railway engineering vehicle is in an uphill start state, controlling the drive system to output power to the railway engineering vehicle when the changing trend of the brake cylinder pressure value is a downward trend; if the railway engineering vehicle is not in an uphill start state, cutting off the power output of the drive system to the railway engineering vehicle.

[0038] This application acquires the gear position, driving handle position, and brake cylinder pressure value of a railway engineering vehicle. When these conditions are met, the brake cylinder pressure value is compared with a preset anti-slip pressure value. If the brake cylinder pressure value is greater than the preset anti-slip pressure value, this application cuts off the power output of the drive system to the railway engineering vehicle to prevent slippage. If the brake cylinder pressure value is not greater than the preset anti-slip pressure value, this application determines the vehicle's driving state based on the trend of the brake cylinder pressure value, the gear position, and the vehicle's tilt angle. When the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is decreasing, the application controls the drive system to output power to the railway engineering vehicle. If the railway engineering vehicle is not in an uphill start-up state, this application cuts off the power output of the drive system to the railway engineering vehicle to avoid slippage. This application can prevent slippage of railway engineering vehicles and improve the safety of vehicle control. This application also provides an anti-slippage device for railway engineering vehicles, a storage medium, and an electronic device, all with the above-mentioned beneficial effects, which will not be elaborated further here. Attached Figure Description

[0039] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 A flowchart illustrating a method for preventing runaway of railway engineering vehicles provided in this application embodiment;

[0041] Figure 2A schematic diagram of a railway engineering vehicle anti-runaway control system provided in an embodiment of this application;

[0042] Figure 3 A flowchart of a control method for preventing slippage of railway engineering vehicles during uphill starting, provided as an embodiment of this application;

[0043] Figure 4 A flowchart of a method for controlling the slippage of railway engineering vehicles provided in this application embodiment;

[0044] Figure 5 This is a schematic diagram of the structure of an anti-runaway device for railway engineering vehicles provided in an embodiment of this application. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] Please see below. Figure 1 , Figure 1 A flowchart illustrating a method for preventing runaway of railway engineering vehicles provided in this application embodiment.

[0047] Specific steps may include:

[0048] S101: Obtain the gear position, driving handle status, and brake cylinder pressure value of railway engineering vehicles.

[0049] This embodiment can be applied to the central controller, industrial computer, PLC (Programmable Logic Controller) of railway engineering vehicles, or electronic devices connected to railway engineering vehicles. This embodiment can acquire the gear position, driving handle position, and brake cylinder pressure value of railway engineering vehicles through sensors or signal transmission lines.

[0050] The gear position status obtained above can include forward gear, reverse gear, and neutral gear. The gear position status can be determined based on gear information, which provides the central controller with information on the vehicle's forward, reverse, or neutral status. The driving handle is a mechanism on railway engineering vehicles used to control vehicle speed. Operators can control the speed by pushing the driving handle. The driving handle status describes whether the handle is being pushed and its opening degree. The driving handle, also known as the driver controller, provides the central controller with information on the driver's intention to control the vehicle's movement: the driver controller being in the home position indicates that the driver has set the vehicle to stop; pushing the driver controller forward indicates that the driver is controlling the vehicle's movement according to the gear information. The greater the forward push, the faster the vehicle speed. The brake cylinder is used to output braking force, and the brake cylinder pressure value describes the pressure inside the brake cylinder. The brake cylinder pressure value can be collected by a brake cylinder pressure sensor, which provides the central controller with the applied brake cylinder pressure value to calculate the vehicle's real-time braking force.

[0051] S102: Determine if the gear position, throttle position, and brake cylinder pressure value meet the preset constraints; if yes, proceed to S103; otherwise, end the process.

[0052] In this embodiment, preset constraints can be set in advance to determine whether it is necessary to perform a vehicle slippage trend detection. When the gear position, the driving lever position, and the brake cylinder pressure value meet the preset constraints, operations S103 to S107 can be executed. When the gear position, the driving lever position, and the brake cylinder pressure value do not meet the preset constraints, the process can be terminated directly.

[0053] S103: Determine whether the brake cylinder pressure value is greater than the preset non-slip pressure value; if yes, proceed to S104; if no, proceed to S105.

[0054] In this step, based on the premise that the gear position, driving handle position, and brake cylinder pressure value meet the preset constraints, the brake cylinder pressure value is compared with the preset anti-slip pressure value. If the brake cylinder pressure value is greater than the preset anti-slip pressure value, it indicates that the railway engineering vehicle is using the braking system containing the brake cylinder to output braking force to prevent slippage. At this time, step S104 can be initiated to cut off the power output of the drive system to the railway engineering vehicle. If the brake cylinder pressure value is less than the preset anti-slip pressure value, there may be a situation where the vehicle slips when starting on an uphill slope, and the relevant anti-slippage operations in S105 to S107 can be performed.

[0055] As for Figure 1 In a further description of the corresponding embodiment, before determining whether the brake cylinder pressure value is greater than the preset non-slip pressure value, the preset non-slip pressure value can be calculated based on the vehicle body tilt angle, vehicle weight, and friction coefficient. The aforementioned friction coefficient may include the friction coefficient between the railway engineering vehicle and the road surface.

[0056] S104: Cut off the power output of the drive system to the railway engineering vehicle.

[0057] S105: Determine whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear status, and the vehicle body tilt angle; if yes, proceed to S106; if no, proceed to S107.

[0058] This step compares the vehicle's uphill start characteristics with the brake cylinder pressure changes, gear position, and vehicle tilt angle of the railway engineering vehicle to determine if it is in an uphill start state. Furthermore, since the vehicle's speed is lower than its starting speed during the uphill start phase, this embodiment also compares the vehicle's uphill start characteristics with its speed to aid in determining the uphill start state. This embodiment utilizes a vehicle speed sensor to detect the vehicle speed; the vehicle speed sensor provides vehicle speed information to the central controller.

[0059] The trend of brake cylinder pressure value change in the aforementioned railway engineering vehicles can be the trend of brake cylinder pressure value change within a preset time period, such as an upward trend, a downward trend, or no change. The aforementioned vehicle tilt angle can be obtained using data collected by a driving direction tilt sensor. The driving direction tilt sensor provides the central controller with information about the gradient of the track where the vehicle is located, in order to determine whether the vehicle's attitude is uphill, downhill, or traveling on a level surface.

[0060] S106: When the pressure value of the brake cylinder changes in a downward trend, control the drive system to output power to the railway engineering vehicle.

[0061] This step is based on the premise that the railway engineering vehicle is in an uphill start state. It can further determine whether the change trend of the brake cylinder pressure value is a downward trend. If it is a downward trend, it indicates that the railway engineering vehicle is prone to slipping. At this time, the drive system can be controlled to output power to the railway engineering vehicle.

[0062] As a feasible implementation method, the drive system can be controlled to output power to the railway engineering vehicle based on the state of the traction handle. Specifically, the opening degree of the traction handle can be determined based on its state, and the drive system can be controlled to output power to the railway engineering vehicle based on the opening degree of the traction handle.

[0063] Furthermore, if the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is not decreasing, the power output of the drive system to the railway engineering vehicle is cut off to prevent the vehicle from slipping.

[0064] S107: Cut off the power output of the drive system to the railway engineering vehicle.

[0065] This step is based on the premise that the railway engineering vehicle is not in an uphill starting state. At this time, the power output of the drive system to the railway engineering vehicle can be cut off to prevent the vehicle from slipping.

[0066] This embodiment acquires the gear position, driving handle position, and brake cylinder pressure value of the railway engineering vehicle. When these conditions meet preset constraints, the brake cylinder pressure value is compared with a preset anti-slip pressure value. If the brake cylinder pressure value is greater than the preset anti-slip pressure value, this embodiment cuts off the power output of the drive system to the railway engineering vehicle to prevent slippage. If the brake cylinder pressure value is not greater than the preset anti-slip pressure value, this embodiment determines the vehicle's driving state based on the trend of the brake cylinder pressure value, the gear position, and the vehicle's tilt angle. When the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is decreasing, the drive system is controlled to output power to the railway engineering vehicle. When the railway engineering vehicle is not in an uphill start-up state, this embodiment cuts off the power output of the drive system to the railway engineering vehicle to avoid slippage. This embodiment can prevent slippage of railway engineering vehicles and improve the safety of vehicle control.

[0067] As for Figure 1 In a further description of the corresponding embodiment, after obtaining the gear position, driving handle position, and brake cylinder pressure value of the railway engineering vehicle, it can be determined whether the gear position, driving handle position, and brake cylinder pressure value meet the preset constraint conditions in the following ways:

[0068] The system determines whether the gear position is forward or reverse to obtain a first determination result; it determines whether the accelerator lever is in a pushed position to obtain a second determination result; it determines whether the brake cylinder pressure value is greater than 0 to obtain a third determination result; if the first determination result, the second determination result, and the third determination result are all yes, then the gear position, the accelerator lever position, and the brake cylinder pressure value are determined to meet the preset constraint conditions; if the first determination result, the second determination result, and the third determination result are not all yes, then the gear position, the accelerator lever position, and the brake cylinder pressure value are determined to not meet the preset constraint conditions.

[0069] By using the above method, when the operator shifts the vehicle to forward or reverse gear and pushes the traction lever, and the brake cylinder pressure is greater than 0, it is determined that the preset constraint conditions are met, thereby improving the accuracy of anti-rollover control.

[0070] As for Figure 1A further description of the corresponding embodiment suggests that whether a railway engineering vehicle is in an uphill start state can be determined by the following method: determining whether the change trend of the brake cylinder pressure value is an upward trend; if the brake cylinder pressure value is an upward trend, then it is determined that the railway engineering vehicle is not in an uphill start state; if the brake cylinder pressure value is not an upward trend, then it is determined whether the railway engineering vehicle is in an uphill start state based on the gear position and the vehicle body tilt angle.

[0071] Specifically, if the railway engineering vehicle is in forward gear and the angle between the vehicle's direction of travel and the horizontal plane is within a preset angle range (e.g., 5° to 45°), then the railway engineering vehicle is determined to be in an uphill start state.

[0072] Furthermore, this embodiment can also determine whether the railway engineering vehicle is in an uphill start state based on the vehicle speed, gear status, and vehicle tilt angle. For example, if the railway engineering vehicle is in forward gear, and the angle between the railway engineering vehicle's travel direction and the horizontal plane is within a preset angle range (such as 5° to 45°) based on the vehicle tilt angle, and the vehicle speed is less than the set start speed, then the railway engineering vehicle is determined to be in an uphill start state.

[0073] As for Figure 1 A further description of the corresponding embodiments also includes determining whether railway engineering vehicles have runaway and controlling the runaway behavior. The specific process is as follows:

[0074] If the railway engineering vehicle is in a traction state, it is determined whether the gear state and vehicle speed meet the slippage conditions; wherein, the slippage conditions are: the direction corresponding to the gear state is opposite to the direction of the vehicle speed, and the duration for which the vehicle speed is continuously higher than the starting speed is greater than a preset duration; if the slippage conditions are met, it indicates that the railway engineering vehicle has slipped, and at this time the braking system can be controlled to output braking force to the railway engineering vehicle.

[0075] Specifically, in this embodiment, the system can determine whether a railway engineering vehicle is in a towing state based on the towing status information. The towing status information is obtained by the central controller from determining whether the vehicle is operating independently or being towed. The towing state is a state of non-independent operation.

[0076] Please see Figure 2 , Figure 2 This is a schematic diagram of a railway engineering vehicle anti-runaway control system provided in an embodiment of this application. The diagram shows gear information, driver controller, driving direction tilt sensor, brake cylinder pressure sensor, vehicle speed sensor, traction status information, central controller, braking system, and drive system.

[0077] The following embodiment uses an electrical automation control system to actively monitor and prevent runaway behavior. While runaway trends could be determined by the gear position, brake cylinder pressure, and speed of the railway vehicle, real-time monitoring of various vehicle states is achieved through system sensors, and the controller ultimately prevents runaway. This embodiment combines multiple vehicle factors to comprehensively prevent runaway, greatly improving the accuracy of anti-runaway control.

[0078] This embodiment can prevent runaway behavior through the control system of railway engineering vehicles. The control system also includes input and output quantities. The input quantities include vehicle gear position switch, driving handle opening, tilt sensor, vehicle speed and brake cylinder pressure. The output quantities act on the vehicle braking system and drive system.

[0079] The control process of the control system includes the following steps:

[0080] Step A1: The vehicle is in a controllable state.

[0081] Step A2: The operator shifts the vehicle into forward or reverse gear and pushes the traction lever, ensuring the brake cylinder pressure is greater than 0. The control system checks if the brake cylinder pressure is higher than the preset anti-rollover pressure. If so, the control system outputs an order to cut off the drive system; otherwise, proceed to step A3.

[0082] Step A3: If the brake cylinder pressure in step A2 is not higher than the preset slip pressure value, the control system determines whether the brake cylinder pressure has increased. If so, the control system outputs to cut off the drive system; otherwise, proceed to step A4.

[0083] Step A4: If the brake cylinder pressure does not show an upward trend in step A3, the control system determines whether the vehicle is starting uphill based on the gear direction and tilt angle sensor. If not, the control system outputs to cut off the drive system; otherwise, it proceeds to step A5.

[0084] Step A5: When the vehicle starts uphill in step A4, the control system determines whether the brake cylinder has a downward trend. If not, the control system outputs to cut off the drive system. If so, the vehicle controls the drive system to provide forward power according to the opening of the driving handle controlled by the driver.

[0085] The control system of railway engineering vehicles can acquire the input of the vehicle gear switch to control the vehicle's forward or reverse state. The control system can acquire the input of the driving handle opening to calculate the vehicle's driving force. The control system can acquire the input of the tilt sensor to obtain the vehicle's tilt angle. The control system can acquire the input of the brake cylinder pressure, which includes the brake cylinder pressure value and the change in the brake cylinder pressure value. When the control system determines that the conditions for slippage are met, the control system output is applied to the braking system to control the vehicle's braking and prevent slippage. When the control system determines that the conditions for vehicle movement are met, the control system output is applied to the power system to provide power for vehicle movement. The aforementioned preset anti-slippage pressure value can be obtained by further converting the anti-slippage friction force calculated based on the vehicle's tilt angle, total vehicle weight, and coefficient of friction.

[0086] This embodiment can also determine whether a vehicle is rolling backward and prevent it from rolling backward by judging the vehicle speed and the direction of the vehicle's gear, including the following steps:

[0087] Step B1: The control system autonomously identifies whether the vehicle is in a towing state. If so, there is no need to consider the vehicle rolling away; otherwise, proceed to step B2.

[0088] Step B2: When the vehicle is not in a towing state in step B1, the control system determines the vehicle's gear status. If the vehicle is in forward gear (or reverse gear), then proceed to step B3.

[0089] Step B3: When the vehicle is in forward (or reverse) gear in step B2, the control system determines whether the vehicle has a certain backward (or forward) speed for a certain period of time. If not, the control system does not respond; if so, proceed to step B4.

[0090] Step B4: If the vehicle has a certain backward (or forward) speed in step B3 and this speed is maintained for a certain period of time, then the vehicle is triggered to brake suddenly to stop the vehicle from rolling backward (or forward).

[0091] Preferably, in step B3, the control system's determination of whether the vehicle has a certain speed and for a certain period of time can be input via a human-machine interactive touchscreen to adapt to different standards for determining whether the vehicle is rolling away.

[0092] The process described in the above embodiments is illustrated below through a practical application of a railway engineering vehicle ramp start-up anti-slip control scheme.

[0093] Please see Figure 3 , Figure 3 A flowchart illustrating a control method for preventing runaway of railway engineering vehicles during uphill starts, provided as an embodiment of this application, is as follows:

[0094] S301: Gear shifting, driver controller moving forward, and brake cylinder pressure greater than 0.

[0095] S302: Determine if the brake cylinder pressure is higher than the non-slip pressure value; if the brake cylinder pressure is higher than the non-slip pressure value, proceed to S307; if the brake cylinder pressure is not higher than the non-slip pressure value, proceed to S303.

[0096] The non-slip pressure value is calculated from data such as vehicle weight, track gradient, and coefficient of friction. When the brake cylinder pressure is higher than the non-slip pressure value, the vehicle's braking force is greater than the downward force that would cause the vehicle to slip, meaning the vehicle will not slip.

[0097] S303: Determine if the brake cylinder pressure is trending upward; if the brake cylinder pressure is trending upward, it indicates the driver intends to decelerate, proceed to S307. If the brake cylinder pressure is not trending upward, proceed to S304.

[0098] S304: Determine whether the vehicle is starting uphill based on the gear position and tilt angle sensors; if not starting uphill, enter S307 to control the drive system to cut off power output; if starting uphill, enter S305.

[0099] The system uses gear position information, vehicle tilt sensor data, and vehicle speed information to determine whether it is an uphill start. If the vehicle speed is lower than the starting speed value, the vehicle tilt angle is higher than the slope tilt angle setting value, and the gear position is uphill, then it is determined to be an uphill start.

[0100] S305: Determine if the brake cylinder pressure is decreasing; if the brake cylinder pressure is not decreasing, proceed to S307; if the brake cylinder pressure is decreasing, proceed to S306.

[0101] S306: Controls the drive system to provide forward power based on the opening degree of the driver controller, and performs uphill starts to prevent the vehicle from rolling back.

[0102] S307: Controls the drive system to cut off power output.

[0103] Please see Figure 4 , Figure 4 A flowchart of a method for controlling the slippage of railway engineering vehicles, provided in this application embodiment, is as follows:

[0104] S401: Start the device.

[0105] S402: Determine if the vehicle is in a towing state; if not, proceed to S403.

[0106] S403: Determine if the vehicle is in drive. If not, proceed to S405. If it is in drive, proceed to S404 to determine if the reverse speed is greater than the set value for the rollback speed (i.e., the starting speed value); if the reverse speed is greater than the set value for the rollback speed, proceed to S409, and the rollback detection timer starts counting; if the timer activates, proceed to S410, and the rollback alarm is triggered and emergency braking is initiated.

[0107] S405: Determine if the vehicle is in reverse gear. If not in reverse gear, proceed to S407. If in reverse gear, proceed to S406 to determine if the forward vehicle speed is greater than the set value for the rollaway speed. If the forward vehicle speed is greater than the set value for the rollaway speed, proceed to S409, and the rollaway detection timer starts counting. If the timer activates, proceed to S410, and the rollaway alarm is triggered and emergency braking is initiated.

[0108] S407: Determine if the vehicle is in neutral. If it is in neutral, proceed to S408 to determine if the forward or reverse vehicle speed is greater than the set value for the rollaway speed. If the forward or reverse vehicle speed is greater than the set value for the rollaway speed, proceed to S409 and start the rollaway detection timer. If the timer activates, proceed to S410, trigger the rollaway alarm and apply emergency braking.

[0109] This embodiment improves the scheme and control method for preventing runaway when starting on an incline in railway engineering vehicles. It effectively prevents runaway caused by starting on an incline and enables emergency braking control after runaway occurs. This embodiment effectively prevents runaway and provides subsequent containment, thus improving the safety of starting on an incline in railway engineering vehicles.

[0110] Please see Figure 5 , Figure 5 A schematic diagram of the structure of an anti-runaway device for railway engineering vehicles provided in an embodiment of this application;

[0111] The device may include:

[0112] The parameter acquisition module 501 is used to acquire the gear status, driving handle status and brake cylinder pressure value of railway engineering vehicles.

[0113] The state judgment module 502 is used to determine whether the brake cylinder pressure value is greater than a preset non-slip pressure value if the gear position, the driving handle position, and the brake cylinder pressure value meet preset constraints; it is also used to cut off the power output of the drive system to the railway engineering vehicle if the brake cylinder pressure value is greater than the preset non-slip pressure value; and it is also used to determine whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle if the brake cylinder pressure value is not greater than the preset non-slip pressure value.

[0114] The anti-slippage module 503 is used to control the drive system to output power to the railway engineering vehicle when the brake cylinder pressure value changes in a downward trend if the railway engineering vehicle is in an uphill start state; it is also used to cut off the power output of the drive system to the railway engineering vehicle if the railway engineering vehicle is not in an uphill start state.

[0115] This embodiment acquires the gear position, driving handle position, and brake cylinder pressure value of the railway engineering vehicle. When these conditions meet preset constraints, the brake cylinder pressure value is compared with a preset anti-slip pressure value. If the brake cylinder pressure value is greater than the preset anti-slip pressure value, this embodiment cuts off the power output of the drive system to the railway engineering vehicle to prevent slippage. If the brake cylinder pressure value is not greater than the preset anti-slip pressure value, this embodiment determines the vehicle's driving state based on the trend of the brake cylinder pressure value, the gear position, and the vehicle's tilt angle. When the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is decreasing, the drive system is controlled to output power to the railway engineering vehicle. When the railway engineering vehicle is not in an uphill start-up state, this embodiment cuts off the power output of the drive system to the railway engineering vehicle to avoid slippage. This embodiment can prevent slippage of railway engineering vehicles and improve the safety of vehicle control.

[0116] Furthermore, it also includes:

[0117] The constraint condition judgment module is used to determine whether the gear position is forward or reverse, and obtain a first judgment result; it is also used to determine whether the accelerator lever is being pushed, and obtain a second judgment result; it is also used to determine whether the brake cylinder pressure value is greater than 0, and obtain a third judgment result; it is also used to determine that the gear position, the accelerator lever position, and the brake cylinder pressure value meet the preset constraint condition if the first judgment result, the second judgment result, and the third judgment result are all yes; and it is also used to determine that the gear position, the accelerator lever position, and the brake cylinder pressure value do not meet the preset constraint condition if the first judgment result, the second judgment result, and the third judgment result are not all yes.

[0118] Furthermore, the process by which the state judgment module 502 determines whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle includes: determining whether the changing trend of the brake cylinder pressure value is an upward trend; if the brake cylinder pressure value is an upward trend, then determining that the railway engineering vehicle is not in an uphill start state; if the brake cylinder pressure value is not an upward trend, then determining whether the railway engineering vehicle is in an uphill start state based on the gear position and the vehicle body tilt angle.

[0119] Furthermore, it also includes:

[0120] The anti-slippage module 503 is also used to cut off the power output of the drive system to the railway engineering vehicle if the railway engineering vehicle is in an uphill start state and the brake cylinder pressure value is not decreasing.

[0121] Furthermore, it also includes:

[0122] The non-slip pressure value calculation module is used to calculate the preset non-slip pressure value based on the vehicle body tilt angle, vehicle weight, and friction coefficient before determining whether the brake cylinder pressure value is greater than the preset non-slip pressure value.

[0123] Furthermore, the process by which the anti-runaway processing module 503 controls the drive system to output power to the railway engineering vehicle includes: controlling the drive system to output power to the railway engineering vehicle according to the state of the driving handle.

[0124] Furthermore, it also includes:

[0125] The slippage control module is used to determine whether the gear position and vehicle speed meet the slippage conditions if the railway engineering vehicle is in a traction state; wherein the slippage conditions are: the direction corresponding to the gear position is opposite to the direction of the vehicle speed, and the duration for which the vehicle speed is continuously higher than the starting speed is greater than a preset duration; it is also used to control the braking system to output braking force to the railway engineering vehicle if the slippage conditions are met.

[0126] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0127] This application also provides a storage medium on which a computer program is stored, which, when executed, can perform the steps provided in the above embodiments. The storage medium may include various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0128] This application also provides an electronic device that may include a memory and a processor. The memory stores a computer program, and when the processor calls the computer program in the memory, it can implement the steps provided in the above embodiments. Of course, the electronic device may also include various network interfaces, power supplies, and other components.

[0129] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0130] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for preventing runaway of railway engineering vehicles, characterized in that, include: To obtain the gear position status, driving handle status, and brake cylinder pressure value of railway engineering vehicles; If the gear position, the driving lever position, and the brake cylinder pressure value meet the preset constraints, then it is determined whether the brake cylinder pressure value is greater than the preset non-rollback pressure value; wherein, the preset non-rollback pressure value is calculated based on the vehicle body tilt angle, the total vehicle weight, and the coefficient of friction. If the pressure exceeds the preset non-slip pressure value, the power output of the drive system to the railway engineering vehicle is cut off. If the pressure is not greater than the preset non-slip pressure value, then the railway engineering vehicle is determined to be in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear status, and the vehicle body tilt angle. If the railway engineering vehicle is in an uphill start state, when the change trend of the brake cylinder pressure value is downward, the drive system is controlled to output power to the railway engineering vehicle. If the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is not decreasing, then the power output of the drive system to the railway engineering vehicle is cut off. If the railway engineering vehicle is not in an uphill start state, the power output of the drive system to the railway engineering vehicle is cut off.

2. The method for preventing runaway of railway engineering vehicles according to claim 1, characterized in that, After obtaining the gear position, traction handle status, and brake cylinder pressure value of the railway engineering vehicle, the following is also included: Determine whether the gear position is forward or reverse to obtain a first determination result; Determine whether the state of the crane handle is that the crane handle is being pushed, and obtain a second determination result; Determine whether the brake cylinder pressure value is greater than 0 to obtain a third determination result; If the first judgment result, the second judgment result, and the third judgment result are all yes, then it is determined that the gear position, the driving lever position, and the brake cylinder pressure value meet the preset constraint conditions. If the first judgment result, the second judgment result, and the third judgment result are not all yes, then it is determined that the gear position, the driving lever position, and the brake cylinder pressure value do not meet the preset constraint conditions.

3. The method for preventing runaway of railway engineering vehicles according to claim 1, characterized in that, Determining whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle includes: Determine whether the trend of the brake cylinder pressure value is upward; If the brake cylinder pressure value shows an upward trend, it is determined that the railway engineering vehicle is not in an uphill start state; If the brake cylinder pressure value is not trending upward, then the railway engineering vehicle is determined to be in an uphill start state based on the gear position and the vehicle body tilt angle.

4. The method for preventing runaway of railway engineering vehicles according to claim 1, characterized in that, Controlling the drive system to output power to the railway engineering vehicle includes: The drive system is controlled to output power to the railway engineering vehicle according to the state of the driving handle.

5. The method for preventing runaway of railway engineering vehicles according to claim 1, characterized in that, Also includes: If the railway engineering vehicle is in a traction state, it is determined whether the gear state and vehicle speed meet the slippage conditions; wherein, the slippage conditions are: the direction corresponding to the gear state is opposite to the direction of the vehicle speed, and the duration for which the vehicle speed is continuously higher than the starting speed is greater than a preset duration. If the slippage condition is met, the braking system is controlled to output braking force to the railway engineering vehicle.

6. A device for preventing runaway trains in railway engineering vehicles, characterized in that, include: The parameter acquisition module is used to acquire the gear status, driving handle status, and brake cylinder pressure value of railway engineering vehicles. The status judgment module is used to determine whether the brake cylinder pressure value is greater than a preset non-slip pressure value if the gear position, the driving handle position, and the brake cylinder pressure value meet preset constraints; it is also used to cut off the power output of the drive system to the railway engineering vehicle if the brake cylinder pressure value is greater than the preset non-slip pressure value; and it is also used to determine whether the railway engineering vehicle is in an uphill start state based on the changing trend of the brake cylinder pressure value, the gear position, and the vehicle body tilt angle if the brake cylinder pressure value is not greater than the preset non-slip pressure value; wherein, the preset non-slip pressure value is calculated based on the vehicle body tilt angle, the total vehicle weight, and the coefficient of friction. The anti-slippage module is configured to control the drive system to output power to the railway engineering vehicle when the brake cylinder pressure value is decreasing if the railway engineering vehicle is in an uphill start-up state; it is also configured to cut off the power output of the drive system to the railway engineering vehicle if the railway engineering vehicle is in an uphill start-up state and the brake cylinder pressure value is not decreasing; and it is also configured to cut off the power output of the drive system to the railway engineering vehicle if the railway engineering vehicle is not in an uphill start-up state.

7. An electronic device, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program, and the processor, when calling the computer program in the memory, implements the steps of the anti-runaway method for railway engineering vehicles as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores computer-executable instructions, which, when loaded and executed by a processor, implement the steps of the anti-runaway method for railway engineering vehicles as described in any one of claims 1 to 5.

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