Rail vehicle traction control method, device and rail vehicle

Abstract

A traction control method, device, and rail vehicle for rail vehicles are disclosed. The method includes: acquiring traction commands, load information of each car, allowable discharge power feedback information of the power battery of each car, and equipment power consumption feedback information of each car; calculating the required traction power of each car based on the traction commands and load information, and calculating the available traction power of each car based on the allowable discharge power feedback information and equipment power consumption feedback information; determining whether there is a power shortage for any car and / or the entire vehicle based on the required traction power and available traction power of each car; and, when a power shortage exists, executing at least one of the following three measures: a first measure, a second measure, and a third measure. This scheme can ensure smooth traction operation of the vehicle under extreme fault conditions, timely passenger unloading at the next station, and return to the depot for maintenance.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and more specifically to a rail vehicle traction control method, device, and rail vehicle. Background Technology

[0002] Current rubber-tired trams consist of multi-car units, each powered by a high-voltage battery that drives its own motor. Typically, to ensure high-voltage isolation, each car's battery is physically isolated and outputs high voltage independently. Compared to trains or trams powered by conductive rails, the power provided by these batteries is limited, potentially leading to insufficient power in case of malfunctions. Furthermore, unlike cars or buses, rubber-tired trams cannot remain stationary on operating lines for extended periods, as this would cause congestion, delays, or even service disruptions. Therefore, it is crucial to maintain the tram's operational capacity, ensure timely passenger evacuation, and allow for return to the depot for maintenance.

[0003] Therefore, there is a need to provide a solution that ensures the vehicle's mobility and enables it to return to the depot for repair in a timely manner when the power battery fails, has limited power, or experiences high-voltage leakage. Summary of the Invention

[0004] According to one aspect of this application, a traction control method for a rail vehicle is provided. The method includes: acquiring a traction command, load information of each car, allowable discharge power feedback information of the power battery of each car, and equipment power consumption feedback information of each car; calculating the required traction power of each car based on the traction command and the load information, and calculating the available traction power of each car based on the allowable discharge power feedback information and the equipment power consumption feedback information; determining whether there is a power shortage in any car and / or the entire vehicle based on the required traction power and the available traction power of each car; and when there is a power shortage, executing at least one of a first measure, a second measure, and a third measure; wherein the first measure includes: controlling the power batteries of at least two cars to be connected; the second measure includes: controlling at least some non-essential power-consuming equipment in at least one car to be shut down; and the third measure includes: controlling the required traction power of at least one car to be reduced.

[0005] In one embodiment of this application, determining whether there is a power shortage in any car and / or the entire vehicle based on the required traction power and the available traction power of each car, and executing at least one of the first, second, and third measures when there is a power shortage, includes: calculating the required traction power and available traction power of the entire vehicle based on the required traction power and the available traction power of each car; determining whether the available traction power of the entire vehicle is less than the required traction power of the entire vehicle; executing the second and / or the third measures when the available traction power of the entire vehicle is less than the required traction power of the entire vehicle; determining whether the available traction power of each car is less than the required traction power when the available traction power of any car is less than the required traction power; and executing the first measure when the available traction power of any car is less than the required traction power.

[0006] In one embodiment of this application, the step of determining whether there is a power shortage in any car and / or the entire vehicle based on the required traction power and the available traction power of each car, and when there is a power shortage, executing at least one of the first, second, and third measures, includes: determining whether the available traction power of each car is less than the required traction power; when the available traction power of any car is less than the required traction power, calculating the required traction power and the available traction power of the entire vehicle based on the required traction power and the available traction power of each car, and determining whether the available traction power of the entire vehicle is less than the required traction power of the entire vehicle; when the available traction power of the entire vehicle is not less than the required traction power of the entire vehicle, executing the first measure; when the available traction power of the entire vehicle is less than the required traction power of the entire vehicle, executing the second and / or the third measure.

[0007] In one embodiment of this application, determining whether there is a power shortage for any car and / or the entire vehicle based on the required traction power and the available traction power of each car, and executing at least one of the first, second, and third measures when there is a power shortage, includes: calculating the required traction power and the available traction power of the entire vehicle based on the required traction power and the available traction power of each car; determining whether the available traction power of the entire vehicle is less than the required traction power of the entire vehicle; and executing the second and / or the third measures when the available traction power of the entire vehicle is less than the required traction power of the entire vehicle.

[0008] In one embodiment of this application, the step of determining whether there is a power shortage in any car and / or the whole vehicle based on the required traction power and the available traction power of each car, and when there is a power shortage, executing at least one of the first, second, and third measures, includes: determining whether the available traction power of each car is less than the required traction power; and executing the second and / or the third measures when the available traction power of any car is less than the required traction power.

[0009] In one embodiment of this application, when the available traction power of the vehicle is less than the required traction power of the vehicle, executing the second measure and / or the third measure further includes: when the available traction power of the vehicle is less than the required traction power of the vehicle, executing the second measure, and determining whether the available traction power of the vehicle is less than the required traction power of the vehicle recalculated after the execution of the second measure; if so, executing the third measure.

[0010] In one embodiment of this application, the first measure further includes: controlling the activation of a relay between at least two carriages, such that the power batteries of the at least two carriages are connected in parallel.

[0011] In one embodiment of this application, the second measure further includes: controlling at least a portion of the unnecessary power-consuming equipment in at least one car to shut down according to the preset priority of the unnecessary power-consuming equipment in each car; and / or using the car with the available traction power less than the required traction power as the target car and controlling at least a portion of the unnecessary power-consuming equipment in the target car to shut down.

[0012] In one embodiment of this application, the third measure further includes: controlling the traction level of at least one car to decrease and / or controlling the motor speed of at least one car to decrease.

[0013] In one embodiment of this application, the method further includes: outputting alarm information when there is a power shortage and / or when the third measure is performed.

[0014] According to another aspect of this application, a rail vehicle traction control device is provided, the device including a memory and a processor, wherein the memory stores a computer-executable program that is run by the processor, the computer-executable program causing the processor to perform the above-described rail vehicle traction control method when run by the processor.

[0015] According to another aspect of this application, a rail vehicle is provided, which includes the rail vehicle traction control device described above.

[0016] When the power battery discharge power of the rail vehicle cannot meet the power requirements of the traction command, the rail vehicle traction control method, device and rail vehicle of this application can control the connection of power batteries of multiple carriages, shut down some power-consuming equipment, ensure that the traction command requirements are met, and ensure that the vehicle can be smoothly tractioned and run under extreme fault conditions, and promptly reach the next station to clear passengers and return to the depot for maintenance. Attached Figure Description

[0017] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 An exemplary schematic diagram of the power architecture of a rail vehicle is shown.

[0019] Figure 2 A schematic flowchart of a rail vehicle traction control method according to an embodiment of this application is shown.

[0020] Figure 3 An exemplary schematic diagram is shown of the control execution of a first measure in a rail vehicle traction control method according to an embodiment of this application.

[0021] Figure 4 An exemplary framework diagram of a rail vehicle traction control method according to an embodiment of this application is shown.

[0022] Figure 5 A schematic flowchart illustrating a more specific example of a rail vehicle traction control method according to an embodiment of this application is shown.

[0023] Figure 6 A schematic flowchart illustrating the process of receiving external commands and executing operations in a rail vehicle traction control method according to an embodiment of this application is shown.

[0024] Figure 7 A schematic structural block diagram of a rail vehicle traction control device according to an embodiment of this application is shown. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application more apparent, exemplary embodiments according to this application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments of this application, and not all of the embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein. Based on the embodiments of this application described herein, all other embodiments obtained by those skilled in the art without inventive effort should fall within the protection scope of this application.

[0026] Figure 1 An exemplary schematic diagram of the power architecture of a rail vehicle is shown. Figure 1 As shown, the entire vehicle consists of multiple carriages. Figure 1 The diagram shows three carriages, designated as car 1, car 2, and car 3; each carriage contains one or more power batteries, such as... Figure 1 The diagram shows the power battery (including the battery management system BMS) for vehicle 1, vehicle 2, and vehicle 3; each vehicle has one or more motors, such as... Figure 1 As shown, car 1 has motor 11 (including traction control unit TCU) and motor 12 (TCU), car 2 has motor 21 (TCU) and motor 22 (TCU), and car 3 has motor 31 (TCU) and motor 32 (TCU). In addition, each car also has power-consuming equipment such as an air conditioner (high-voltage air conditioning ACU) and an auxiliary transformer converter (brake control unit ACU). The power battery of each car provides power to its motors, air conditioners, auxiliary transformer converters, etc. The cars are connected to each other via mechanical structures such as couplers. The vehicle control system TCMS controls each car.

[0027] For example Figure 1 The rail vehicle shown is theoretically designed so that the discharge power of the power battery can meet the maximum traction power output of each car under various extreme operating conditions. However, when the power battery fails, its power is limited, or there is a high-voltage leakage, the discharge power of the power battery will be limited or lost. In this case, the TCMS needs to display an alarm to the driver on the screen, or send an alarm to the ground control center through the onboard controller (VOBC). At this time, the vehicle needs to move to the next station to clear passengers as soon as possible, or return to the depot for maintenance.

[0028] Based on this, this application provides a traction control scheme for rail vehicles, enabling the vehicle to maintain its operational capability and return to the depot for timely repairs even in the event of a power battery failure, limited power battery output, or high-voltage leakage. The following is a combination of... Figures 2 to 7 To describe.

[0029] Figure 2A schematic flowchart of a rail vehicle traction control method 200 according to an embodiment of this application is shown. This method 200 can be executed by the rail vehicle's total vehicle control system (TCMS). Figure 2 As shown, the rail vehicle traction control method 200 according to an embodiment of this application may include the following steps:

[0030] In step S210, the traction command, load information of each car, allowable discharge power feedback information of the power battery of each car, and equipment power consumption feedback information of each car are obtained.

[0031] In step S220, the required traction power of each car is calculated based on the traction command and load information, and the available traction power of each car is calculated based on the allowable discharge power feedback information and the equipment power consumption feedback information.

[0032] In step S230, based on the required traction power and available traction power of each car, it is determined whether there is a power shortage in any car and / or the whole vehicle. When there is a power shortage, at least one of the first, second and third measures is executed. The first measure includes: controlling the connection of the power batteries of at least two cars; the second measure includes: controlling at least some of the non-essential power-consuming equipment in at least one car to be turned off; the third measure includes: controlling the required traction power of at least one car to be reduced.

[0033] In the embodiments of this application, traction commands (generally including traction commands input by the driver controller or signal system, traction commands such as traction level and other parameters associated with train traction) and load information of each car are obtained, and the required traction power of each car is calculated; and the allowable discharge power feedback information device and power consumption feedback information of the power battery of each car are obtained, and the available traction power of each car is calculated; based on the required traction power and available traction power of each car of the rail vehicle, it is determined whether any car (one or more cars) and / or the whole vehicle is experiencing a power shortage (i.e., the available traction power is less than the required traction power). When a power shortage occurs, it can be determined that the power battery in one or more cars has experienced a power battery failure, power battery power limitation, or high voltage leakage, etc. At this time, at least one of the three control measures is executed to ensure the vehicle's mobility and enable it to return to the depot for maintenance in a timely manner.

[0034] In embodiments of this application, the first measure includes controlling the connection of power batteries in at least two carriages. Controlling the connection of power batteries in at least two carriages can include connecting the power batteries in at least two carriages in parallel or in other connection methods. This measure allows a power battery with a larger discharge power to compensate for the power of a power battery with a smaller discharge power. This ensures that a carriage experiencing a power battery failure, limited power, or high-voltage leakage can maintain normal operation by relying on the power compensation from the power batteries in one or more other carriages. This allows the entire vehicle to maintain its operational capability and promptly return to the depot to investigate and repair any abnormalities.

[0035] Figure 3 An exemplary schematic diagram of the control execution of a first measure in a rail vehicle traction control method 200 according to an embodiment of this application is shown. Figure 3 As shown, the vehicle control system (TCMS) implementing the rail vehicle traction control method 200 can control the relays between different cars via hardware. In one example, when the TCMS determines that the available traction power of car 1 is less than the required traction power, it can take a first measure, such as controlling the activation of relay 1 between car 1 and car 2 (i.e., opening relay 1 to connect the power supply lines of the two cars), or controlling the activation of relay 3 between car 1 and car 3, or controlling the activation of relays 1, 2, and 3 to achieve high-voltage connection and compensate for the problem of the low available traction power of car 1. The decision of which relays to activate can be determined based on the difference between the available traction power and the required traction power of car 1, and the amount of power that other cars can compensate for, or it can be to simplify the control logic by directly activating the relays between all cars.

[0036] In embodiments of this application, the second measure includes controlling the shutdown of at least a portion of the non-essential power-consuming equipment in at least one carriage. This measure can increase the available traction power, enabling carriages experiencing power battery failure, limited power battery power, or high-voltage leakage to increase their available traction power based on the shutdown of at least a portion of their non-essential power-consuming equipment (i.e., targeting carriages with available traction power less than required traction power and controlling the shutdown of at least a portion of their non-essential power-consuming equipment), and / or based on the shutdown of at least a portion of the non-essential power-consuming equipment in other carriages. This resolves the power shortage in those carriages, ensuring the entire vehicle can maintain its operational capability and promptly return to the depot to investigate and repair any abnormalities.

[0037] For example, the power supply and de-energization of power-consuming equipment can be controlled via control messages or hardwired connections. To avoid accidental activation and de-energization, power-consuming equipment can be categorized into several levels based on the necessity of vehicle operation, such as first-necessary equipment, second-necessary equipment (important equipment), and third-necessary equipment (non-essential equipment). Second-necessary and third-necessary equipment are considered non-essential power-consuming equipment. When it is necessary to shut down power-consuming equipment, the third-necessary equipment, then the second-necessary equipment, is shut down sequentially according to importance priority from low to high, based on the power consumption, via message or hardwired control. Table 1 shows an example of the classification of the correlation between various systems and the vehicle operation in a rail vehicle.

[0038] Table 1

[0039]

[0040]

[0041] In the embodiments of this application, the third measure includes: reducing the required traction power of at least one carriage. This measure addresses the situation of insufficient power supply by reducing the required traction power of at least one carriage. Generally, it can control the required traction power of carriages with available traction power to be less than the required traction power, ensuring the normal operation of carriages experiencing faults such as power battery failure, limited power battery power, or high-voltage leakage. This allows the entire vehicle to maintain its operational capability and return to the depot in a timely manner to investigate and repair any abnormalities.

[0042] Generally, the required traction power P of the carriage can be expressed by the following formula:

[0043] P = (M × a + F) 阻 )×r×n / (i×η×9550)

[0044] Where M represents the load of the car; a represents the traction level input by the driver's controller or signal system; F 阻 Empirical formulas or values ​​are typically used; r represents the wheel rolling radius; i represents the reduction ratio; η represents the mechanical transmission efficiency; and n represents the motor speed of the car (generally the current motor speed or the rated operating speed can be used). Therefore, for example, controlling the reduction of the required traction power of at least one car may include: controlling the traction level of at least one car to decrease and / or the motor speed to decrease (e.g., limiting the vehicle speed). For example, the driver or signaling system outputs a traction level of 100% to the TCMS, but the TCMS only sends 50% to the traction system; or the operating speed is 50 km / h, but due to power limitations, a speed limit is applied when the speed reaches 30 km / h.

[0045] The above three measures can be used individually or in combination to ensure that the traction power is within the control range, thereby ensuring that the discharge power of the power battery does not exceed its limit value, and ensuring that the vehicle can run to the next station to unload passengers and return to the depot for inspection and maintenance.

[0046] In general, the rail vehicle traction control method according to the embodiments of this application, when the power required by the traction command cannot be met for multi-car trains powered by power batteries, can take at least one of three measures: namely, controlling the connection of power batteries in multiple cars to change the total discharge power of the cars and increase the total discharge power of the cars; classifying power-consuming equipment according to its correlation with the train to ensure the stability of necessary power-consuming equipment, and sequentially controlling the on / off of each non-essential equipment to shut down some power-consuming equipment, increase the allowable discharge power of the traction system, and ensure the power required for traction; reducing the traction command, including reducing the level or limiting the operating speed, to reduce the power required for traction.

[0047] Figure 4 This illustrates an exemplary framework diagram of a rail vehicle traction control method 200 according to an embodiment of this application, which can be referenced. Figure 4 To more intuitively understand the rail vehicle traction control method 200 according to the embodiments of this application, in the event of a power battery failure, power battery power limitation, or high voltage leakage, it is desirable for the vehicle to quickly move to the next station to clear passengers or return to the depot for maintenance. At this time, the vehicle needs to ensure its driving capacity, but does not need to run for a long time or over a long distance. Therefore, power supply can be connected and some unnecessary power-consuming equipment can be shut down.

[0048] In one embodiment of this application, step S230 of the rail vehicle traction control method 200 may further include: calculating the total vehicle demand traction power and the total vehicle available traction power based on the demand traction power and available traction power of each car; determining whether the total vehicle available traction power is less than the total vehicle demand traction power; when the total vehicle available traction power is less than the total vehicle demand traction power, executing a second measure and / or a third measure; when the total vehicle available traction power is not less than the total vehicle demand traction power, determining whether the available traction power of each car is less than the demand traction power; when the available traction power of any car is less than the demand traction power, executing a first measure.

[0049] In this embodiment, the required traction power of the entire vehicle is first calculated based on the required traction power of each carriage. Then, the available traction power of the entire vehicle is calculated based on the available traction power of each carriage. Finally, it is determined whether there is a power shortage in the entire vehicle. If there is a power shortage (i.e., the available traction power is less than the required traction power), it indicates that multiple carriages may have battery failures or limited power. In this case, implementing the first measure (i.e., high-voltage connection) will not be effective. Therefore, the second measure (shutting down some power-consuming equipment) and / or the third measure (reducing traction command demand) can be implemented. If there is no power shortage (i.e., the available traction power is not less than the required traction power), it may indicate two situations: either there are no battery failures or limited power, or there are a few battery failures or limited power. In this case, it can be determined whether there is a power shortage in one or more carriages. If there are no carriages with power shortages, it indicates that there are no battery failures or limited power. If a car has insufficient power supply, it indicates a minor battery failure or power limitation. In this case, the aforementioned first measure (i.e., high-voltage connection) can be implemented, allowing other cars with sufficient power to assist the car with insufficient power. For example, when the available traction power of the vehicle is less than the required traction power, and the second and / or third measures are implemented, the second measure can be implemented first. It can then be determined whether the available traction power is less than the recalculated required traction power after the second measure. If, after the second measure, the available traction power is no longer less than the required traction power, the third measure is unnecessary. Conversely, if, after the second measure (e.g., all unnecessary power-consuming equipment in the cars has been shut down), the available traction power is still less than the required traction power, the third measure can be implemented. This minimizes the impact on vehicle operating speed (as the third measure may affect operating speed), allowing the vehicle to quickly reach the next station or return to the depot for maintenance. Figure 5 This illustrates the operation flow of this embodiment, which can be combined with... Figure 5 Refer to this section for an understanding of the traction control process in this embodiment.

[0050] In the above embodiments, the overall vehicle condition is determined first, followed by the condition of the passenger compartment. In other embodiments, the order of these two steps can be interchanged, or only one of these two steps can be performed, as described in other embodiments below.

[0051] In another embodiment, step S230 of the rail vehicle traction control method 200 may further include: determining whether the available traction power of each car is less than the required traction power; when the available traction power of any car is less than the required traction power, calculating the required traction power and the available traction power of the whole vehicle based on the required traction power and the available traction power of each car, and determining whether the available traction power of the whole vehicle is less than the required traction power of the whole vehicle; when the available traction power of the whole vehicle is not less than the required traction power of the whole vehicle, executing the first measure; when the available traction power of the whole vehicle is less than the required traction power of the whole vehicle, executing the second measure and / or the third measure.

[0052] In this embodiment, the system first determines whether there is a situation where one or more carriages are experiencing a power shortage. If no carriages are experiencing a power shortage, it indicates that there is no power battery failure or power limitation. If carriages are experiencing a power shortage, the system then calculates the required traction power and available traction power of the entire vehicle and determines whether there is a power shortage for the entire vehicle. If there is a power shortage for the entire vehicle (i.e., the available traction power is less than the required traction power), it indicates that multiple carriages may have power battery failures or power limitations. In this case, implementing the first measure (i.e., high-voltage connection) will not be helpful. Therefore, the second measure (shutting down some power-consuming equipment) and / or the third measure (reducing traction command demand) can be implemented. If there is no power shortage for the entire vehicle (i.e., the available traction power is not less than the required traction power), it indicates that there are fewer power battery failures or power limitations. In this case, the first measure (i.e., high-voltage connection) can be implemented, allowing other carriages with sufficient power to assist the carriages experiencing a power shortage. For example, when the available traction power of the vehicle is less than the required traction power and a second and / or third measure is implemented, the second measure can be implemented first to determine whether the available traction power is less than the recalculated required traction power after the second measure. If the available traction power is no longer less than the required traction power after the second measure, the third measure is not necessary. Conversely, if the available traction power is still less than the required traction power after the second measure (e.g., all unnecessary power-consuming equipment in the carriages has been shut down), the third measure can be implemented. This minimizes the impact on vehicle operating speed (as the third measure may affect operating speed), allowing the vehicle to quickly reach the next station or return to the depot for maintenance. In this embodiment, the carriage situation is assessed first, followed by the overall vehicle situation. When no carriage experiences a power shortage, it indicates normal power supply, and no further calculations are required.

[0053] In another embodiment, step S230 of the rail vehicle traction control method 200 may further include: calculating the required traction power and available traction power of the whole vehicle based on the required traction power and available traction power of each car; determining whether the available traction power of the whole vehicle is less than the required traction power of the whole vehicle; and executing the second and / or third measures when the available traction power of the whole vehicle is less than the required traction power of the whole vehicle.

[0054] In this embodiment, the required traction power of the entire vehicle is calculated based on the required traction power of each carriage, and then the available traction power of the entire vehicle is calculated based on the available traction power of each carriage. Then, it is determined whether there is a power shortage in the entire vehicle. If there is a power shortage (i.e., the available traction power of the entire vehicle is less than the required traction power), it indicates that the power batteries of multiple carriages may be faulty or have limited power. In this case, implementing the aforementioned first measure (i.e., high-voltage connection) will not be helpful. Therefore, the aforementioned second measure (shutting down some power-consuming equipment) and / or the third measure (reducing the traction command demand) can be implemented. If there is no power shortage (i.e., the available traction power of the entire vehicle is not less than the required traction power), it may indicate two situations: one is that there is no power battery fault or power limitation, and the other is that there are a few power battery faults or power limitations. In this case, it can be assumed that the vehicle's operational capacity is sufficient to allow the vehicle to operate to the next station, and no further action is taken temporarily. For example, when the available traction power of the entire vehicle is less than the required traction power and a second and / or third measure is implemented, the second measure can be implemented first, and it can be determined whether the available traction power of the entire vehicle is less than the required traction power of the entire vehicle recalculated after the second measure is implemented. If the available traction power of the entire vehicle is no longer less than the required traction power after the second measure is implemented, the third measure does not need to be implemented. Conversely, if the available traction power of the entire vehicle is still less than the required traction power after the second measure is implemented (e.g., all unnecessary power-consuming equipment in the carriages has been turned off), the third measure can be implemented. In this way, the impact on the vehicle's operating speed can be avoided as much as possible (because the third measure may affect the operating speed), allowing the vehicle to quickly reach the next station or return to the depot for maintenance. In this embodiment, the judgment is made on the overall vehicle situation, not on the situation of individual carriages, which simplifies the control logic.

[0055] In yet another embodiment, step S230 of the rail vehicle traction control method 200 may further include: determining whether the available traction power of each car is less than the required traction power; and when the available traction power of any car is less than the required traction power, performing a second measure and / or a third measure.

[0056] In this embodiment, it is determined whether there is a situation where one or more carriages are experiencing a power shortage: if no carriages are experiencing a power shortage, it indicates that there is no power battery failure or power limitation; if a carriage is experiencing a power shortage, the aforementioned second measure (shutting down some power-consuming equipment) and / or third measure (reducing traction command demand) can be implemented, for example, shutting down some power-consuming equipment in the target carriage experiencing a power shortage to eliminate the shortage. In this embodiment, the situation of the entire vehicle is not judged, but rather the situation of a single carriage, which simplifies the control logic.

[0057] In the aforementioned embodiments, the calculation method for the required traction power of each car has already been described using the formula. The required traction power of the entire vehicle can be the sum of the required traction power of all cars, or the parameters in the formula can be replaced with vehicle parameters to calculate the required traction power of the entire vehicle. Furthermore, the available traction power of each car can be equal to the difference between the allowable discharge power of the car's power battery and the power consumption of the car's electrical equipment. Similarly, the available traction power of the entire vehicle can be the sum of the available traction power of all cars.

[0058] Furthermore, in embodiments of this application, method 200 may further include: outputting an alarm message when there is a power shortage and / or when a third measure is implemented. When there is a power shortage in the entire vehicle or any compartment, an alarm message can be output, triggered by the driver or ground control center. In this case, the TCMS can receive external commands to execute operations, such as... Figure 6 As shown. In general, the aforementioned three measures can be automatically triggered by the TCMS based on the vehicle's status, or they can be forcibly triggered by the driver via a display screen, or by ground control center personnel via VOBC, directly outputting instructions to the TCMS. Furthermore, when the third measure is executed, an alarm message can also be output. Since executing the third measure usually indicates a more serious malfunction, outputting an alarm message can notify the driver or ground control center, allowing them to prepare for the vehicle's return to the depot and repairs.

[0059] The above description exemplarily illustrates a rail vehicle traction control method 200 according to an embodiment of this application. Based on the above description, when the power battery discharge power cannot meet the power requirements of the traction command, the rail vehicle traction control method 200 according to an embodiment of this application can control the connection of power batteries in multiple carriages and shut down some power-consuming equipment to ensure that the traction command requirements are met. It is applicable to both manual and automatic driving conditions, ensuring that the vehicle can be smoothly tractioned and operated under extreme fault conditions, allowing for timely passenger unloading at the next station and return to the depot for maintenance.

[0060] The following is combined Figure 7 Describes a rail vehicle traction control device provided according to another aspect of this application. Figure 7A schematic structural block diagram of a rail vehicle traction control device 700 according to an embodiment of this application is shown. Figure 7 As shown, the rail vehicle traction control device 700 includes a memory 710 and a processor 720. The memory 710 stores a computer-executable program that is run by the processor 720. When the computer-executable program is run by the processor 720, it causes the processor 720 to execute the aforementioned rail vehicle traction control method 200. Those skilled in the art can understand the structure and specific operation of each module in the rail vehicle traction control device 700 according to the embodiments of this application based on the foregoing description; for the sake of brevity, further details are omitted here.

[0061] According to another aspect of this application, a rail vehicle is also provided, which includes the rail vehicle traction control device 700 described above according to the embodiments of this application.

[0062] Furthermore, this application also provides a storage medium storing a computer program thereon, which, when executed by a processor, causes the processor to perform the rail vehicle traction control method described above according to embodiments of this application. The storage medium may, for example, include a memory card of a smartphone, a storage component of a tablet computer, a hard disk of a personal computer, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a portable compact disc read-only memory (CD-ROM), a USB memory, or any combination of the above storage media. The computer-readable storage medium may be any combination of one or more computer-readable storage media.

[0063] Based on the above description, when the power battery discharge power of the rail vehicle cannot meet the power required by the traction command, the rail vehicle traction control method, device and rail vehicle according to the embodiments of this application can control the connection of power batteries of multiple carriages, shut down some power-consuming equipment, ensure that the traction command requirements are met, and ensure that the vehicle can be smoothly tractioned and run under extreme fault conditions, and promptly reach the next station to clear passengers and return to the depot for maintenance.

[0064] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0065] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0066] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0067] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0068] Similarly, it should be understood that, in order to streamline this application and aid in understanding one or more of the various inventive aspects, features of this application may sometimes be grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of this application. However, this approach should not be construed as reflecting an intention that the claimed application requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with features fewer than all features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0069] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0070] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the claims, any one of the claimed embodiments can be used in any combination.

[0071] The various component embodiments of this application can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules according to the embodiments of this application. This application can also be implemented as a program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such a program implementing this application can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0072] It should be noted that the above embodiments are illustrative of this application and not limiting of it, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several rail vehicle traction control devices, several of these rail vehicle traction control devices may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0073] The above description is merely a specific embodiment or illustration of the embodiments of this application. The scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. The scope of protection of this application shall be determined by the scope of the claims.

Claims

1. A traction control method for rail vehicles, characterized in that, The method includes: It acquires traction commands, load information for each car, allowable discharge power feedback information of the power battery of each car, and power consumption feedback information of the equipment in each car. The required traction power for each car is calculated based on the traction command and the load information, and the available traction power for each car is calculated based on the allowable discharge power feedback information and the equipment power consumption feedback information. Based on the required traction power and the available traction power of each car, determine whether there is a power shortage for any car and / or the whole car. The methods for determining whether there is a power shortage include judging the whole car first and then judging each car, judging each car first and then judging the whole car, judging only the whole car, or judging only each car. When there is a power shortage, at least one of the first, second, and third measures shall be implemented. The first measure includes: controlling the connection of power batteries in at least two carriages; the second measure includes: controlling at least some of the non-essential power-consuming equipment in at least one carriage to shut down according to the preset priority of non-essential power-consuming equipment in each carriage; and / or using the carriage with available traction power less than the required traction power as the target carriage, controlling at least some of the non-essential power-consuming equipment in the target carriage to shut down; the third measure includes: controlling the required traction power of at least one carriage to decrease.

2. The method according to claim 1, characterized in that, The method determines whether there is a power shortage for any car and / or the entire vehicle based on the required traction power and the available traction power for each car. When a power shortage exists, at least one of the following three measures is implemented: the first measure, the second measure, and the third measure, including: Based on the required traction power and the available traction power of each car, calculate the required traction power and the available traction power of the whole vehicle. Determine whether the available traction power of the vehicle is less than the required traction power of the vehicle; When the available traction power of the vehicle is less than the required traction power of the vehicle, the second measure and / or the third measure shall be executed. When the available traction power of the whole vehicle is not less than the required traction power of the whole vehicle, determine whether the available traction power of each car is less than the required traction power; When the available traction power of any carriage is less than the required traction power, the first measure is executed.

3. The method according to claim 1, characterized in that, The method determines whether there is a power shortage for any car and / or the entire vehicle based on the required traction power and the available traction power for each car. When a power shortage exists, at least one of the following three measures is implemented: the first measure, the second measure, and the third measure, including: Determine whether the available traction power of each car is less than the required traction power; When the available traction power of any car is less than the required traction power, the required traction power and the available traction power of the whole vehicle are calculated based on the required traction power and the available traction power of each car, and it is determined whether the available traction power of the whole vehicle is less than the required traction power of the whole vehicle. When the available traction power of the vehicle is not less than the required traction power of the vehicle, the first measure shall be executed; When the available traction power of the vehicle is less than the required traction power of the vehicle, the second measure and / or the third measure shall be executed.

4. The method according to claim 1, characterized in that, The method determines whether there is a power shortage for any car and / or the entire vehicle based on the required traction power and the available traction power for each car. When a power shortage exists, at least one of the following three measures is implemented: the first measure, the second measure, and the third measure, including: Based on the required traction power and the available traction power of each car, calculate the required traction power and the available traction power of the whole vehicle. Determine whether the available traction power of the vehicle is less than the required traction power of the vehicle; When the available traction power of the vehicle is less than the required traction power of the vehicle, the second measure and / or the third measure shall be executed.

5. The method according to claim 1, characterized in that, The method determines whether there is a power shortage for any car and / or the entire vehicle based on the required traction power and the available traction power for each car. When a power shortage exists, at least one of the following three measures is implemented: the first measure, the second measure, and the third measure, including: Determine whether the available traction power of each car is less than the required traction power; When the available traction power of any carriage is less than the required traction power, the second measure and / or the third measure shall be executed.

6. The method according to any one of claims 2-4, characterized in that, When the available traction power of the vehicle is less than the required traction power of the vehicle, the second measure and / or the third measure are executed, further including: When the available traction power of the vehicle is less than the required traction power of the vehicle, the second measure is executed, and it is determined whether the available traction power of the vehicle is less than the required traction power of the vehicle recalculated after the second measure is executed. If so, the third measure is executed.

7. The method according to any one of claims 1-5, characterized in that, The first measure further includes: controlling the activation of a relay between at least two carriages, so that the power batteries of the at least two carriages are connected in parallel.

8. The method according to any one of claims 1-5, characterized in that, The third measure further includes: Control the traction level of at least one car to decrease and / or control the motor speed of at least one car to decrease.

9. The method according to any one of claims 1-5, characterized in that, The method further includes: outputting alarm information when there is a power shortage and / or when the third measure is performed.

10. A traction control device for rail vehicles, characterized in that, The device includes a memory and a processor, wherein the memory stores a computer-executable program that is executed by the processor, the computer-executable program, when executed by the processor, causes the processor to perform the rail vehicle traction control method as described in any one of claims 1-9.

11. A rail vehicle, characterized in that, The rail vehicle includes the rail vehicle traction control device as described in claim 10.

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