Railway vehicle braking control method and device and computer storage medium

Abstract

The invention discloses a rail vehicle braking control method and device and a computer storage medium. The method comprises the steps that whether a rail vehicle meets a first condition or not is judged; if yes, based on the first target adhesion coefficient, a first action is applied to a target free shaft, a first actual adhesion coefficient of the railway vehicle is obtained, and the target free shaft points to a wheel shaft capable of determining the actual running speed of the current railway vehicle; and according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient, adjusting the braking force of a second action subsequently applied to the target free shaft. According to the method, it can be ensured that the braking process better fits the current track condition through a dynamic adjustment mechanism, so that severe shaft speed fluctuation caused by track condition changes is reduced, the positioning loss risk caused by shaft speed fluctuation is effectively reduced, and then the possibility of entering a speed limiting degradation mode is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle braking systems, and in particular to a rail vehicle braking control method, device and computer storage medium. Background Art

[0002] In the field of rail vehicles, the running speed of the vehicle is a very important control indicator. Even in the manual driving mode, the signal system will provide recommended speed information in real time to guide the driver to drive manually. When the rail vehicle is sliding, it is easy for the speed value to fluctuate beyond the limit and cause the vehicle to lose its positioning, which in turn causes the vehicle's automatic protection system to trigger the emergency braking mode, causing the train to enter the speed limit degradation mode.

[0003] When a vehicle officially enters the speed limit reduction mode, it not only reduces operational efficiency but also increases the risk of collision with adjacent vehicles. Moreover, when the train is sliding, it indicates that the actual adhesion between the wheel and rail is at a low level. At this time, applying a larger level of emergency braking will aggravate the sliding trend and easily cause scratches on most wheels of a train.

[0004] Therefore, when a rail vehicle skids due to low wheel-rail adhesion, how to enable the signal system to obtain a more accurate vehicle speed and reduce the risk of the signal system entering a speed limit degradation mode? Even if the adhesion between the wheel and the rail is at a very low level, how to improve the adhesion, shorten the braking distance, reduce the risk of collision, and minimize the number of wheel scratches is an urgent problem that needs to be solved. Summary of the invention

[0005] One of the purposes of the present invention is to provide a rail vehicle braking control method to solve the technical problem in the prior art that when a vehicle slides due to low adhesion between wheels and rails, the vehicle speed limit is easily degraded, resulting in aggravated sliding.

[0006] One of the objectives of the present invention is to provide a rail vehicle braking control device.

[0007] One of the objects of the present invention is to provide a computer storage medium.

[0008] In order to achieve one of the above-mentioned invention purposes, the present invention provides a rail vehicle braking control method, comprising: applying a preset braking force to the rail vehicle when the rail vehicle satisfies a first condition; the first condition represents an operating parameter of the rail vehicle when sliding; judging whether the rail vehicle continues to slide after the preset braking force is applied; if so, determining that a first wheel axle of a first trailer of the rail vehicle is a target free axle, applying a first action to the target free axle based on a first target adhesion coefficient, and obtaining a first actual adhesion coefficient of the rail vehicle; and adjusting the magnitude of the braking force of a second action subsequently applied to the target free axle according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient.

[0009] As a further improvement of an embodiment of the present invention, the first action is applied to the target free axis based on the first target adhesion coefficient, including: determining the corresponding first target braking force according to the first target adhesion coefficient and the current load weight of the rail vehicle; the first target braking force is equal to the product of the first target adhesion coefficient and the load weight; and controlling the rail vehicle to apply an emergency braking operation to the target free axis according to the first target braking force.

[0010] As a further improvement of an embodiment of the present invention, the adjusting the magnitude of the braking force of the second action subsequently applied to the target free axis according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient includes: determining whether the first actual adhesion coefficient is greater than the first target adhesion coefficient; if so, controlling the rail vehicle to apply an emergency braking operation to the target free axis according to the actual braking force corresponding to the first actual adhesion coefficient; or, if so, controlling the rail vehicle to apply an emergency braking operation to the target free axis according to the first target braking force corresponding to the first target adhesion coefficient.

[0011] As a further improvement of an embodiment of the present invention, after determining whether the first actual adhesion coefficient is greater than the first target adhesion coefficient, the method further includes: if not, controlling the rail vehicle to apply an emergency braking operation to the target free axis according to a first target braking force corresponding to the first target adhesion coefficient, and at the same time turning off the anti-skid operation of the rail vehicle on the target free axis.

[0012] As a further improvement of an embodiment of the present invention, the method of determining the first wheel axle of the first trailer of the rail vehicle as the target free axle includes: detecting several trailer wheel axles of the first trailer in the rail vehicle, and determining the first wheel axle provided with a speed detection device; adjusting the brake cylinder pressure value corresponding to the first wheel axle to 0, and obtaining the corresponding target free axle.

[0013] As a further improvement of an embodiment of the present invention, before the rail vehicle slips, the method also includes: obtaining and determining whether the current running speed of the rail vehicle is greater than a preset speed; if so, detecting and determining whether at least one wheel axle of the rail vehicle slips; if at least one wheel axle of the rail vehicle slips, determining that the rail vehicle slips.

[0014] As a further improvement of an embodiment of the present invention, the rail vehicle applies a preset braking force, including: determining the second target braking force according to the second target adhesion coefficient and the current load weight of the rail vehicle; the second target braking force is equal to the product of the second target adhesion coefficient and the current load weight; controlling the rail vehicle to apply an emergency braking operation to the target free axis according to the second target braking force; and judging whether the rail vehicle continues to slide after applying the preset braking force, including: judging whether the current rail vehicle continues to slide for a preset period of time after applying the second target braking force.

[0015] As a further improvement of an embodiment of the present invention, the first target adhesion coefficient is smaller than the second target adhesion coefficient, and the first actual adhesion coefficient is smaller than the second target adhesion coefficient.

[0016] To achieve one of the above-mentioned purposes of the invention, an embodiment of the present invention provides a rail vehicle braking control device, comprising: a pre-processing module, used to apply a preset braking force to the rail vehicle when the rail vehicle slides; a judgment module, used to judge whether the rail vehicle continues to slide after the preset braking force is applied; a first processing module, used to determine that the first wheel axle of the first trailer of the rail vehicle is a target free axis when the rail vehicle continues to slide after the preset braking force is applied, apply a first action to the target free axis based on a first target adhesion coefficient, and obtain a first actual adhesion coefficient of the rail vehicle; a second processing module, used to adjust the magnitude of the braking force of the second action subsequently applied to the target free axis according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient.

[0017] To achieve one of the above-mentioned purposes of the invention, the present invention also provides a computer storage medium, in which a computer program is stored, and when the computer program is executed, the device where the computer storage medium is located executes the steps of the rail vehicle braking control method.

[0018] Compared with the prior art, the embodiments of the present invention have at least one of the following beneficial effects:

[0019] The present invention adopts a rail vehicle braking control method. When the rail vehicle slides, a preset braking force is applied to the rail vehicle. When the rail vehicle continues to slide after the preset braking force is applied, the first wheel axle of the first trailer of the rail vehicle is determined as the target free axle, and the target free axle is initially braked (first action) based on the first target adhesion coefficient, and the corresponding first actual adhesion coefficient is obtained. Subsequently, the magnitude of the braking force of the second action subsequently applied to the target free axle is further adjusted according to the numerical relationship between the first actual adhesion coefficient and the first target adhesion coefficient detected in real time. This dynamic adjustment mechanism can ensure that the braking process is more in line with the current track conditions, thereby reducing the drastic fluctuations in the axle speed caused by changes in the track conditions, effectively reducing the risk of positioning loss caused by axle speed fluctuations, and thereby reducing the possibility of entering the speed limit degradation mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the steps of a rail vehicle braking control method in one embodiment of the present invention.

[0021] Figure 2 2 is a schematic diagram of step S3 in one embodiment of the present invention.

[0022] Figure 3 1 is a schematic diagram of step S3 in a specific embodiment of an embodiment of the present invention.

[0023] FIG. 4( a ) is a schematic diagram of step S4 in one embodiment of the present invention.

[0024] FIG. 4( b ) is a schematic diagram of step S4 in another embodiment of the present invention.

[0025] Figure 5 It is a flow chart of a rail vehicle braking control method in one embodiment of the present invention.

[0026] Figure 6 It is a schematic structural diagram of a rail vehicle braking control device in one embodiment of the present invention. DETAILED DESCRIPTION

[0027] The present invention will be described in detail below in conjunction with the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional changes made by a person skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0028] It should be noted that the term "comprises" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In addition, the terms "first", "second", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0029] like Figure 1 As shown, an embodiment of the present invention provides a rail vehicle braking control method.

[0030] The rail vehicle braking control method is applied to a rail vehicle braking control device.

[0031] In one embodiment, the rail vehicle brake control device can be as follows: Figure 6 The rail vehicle braking control device described below is configured, and the corresponding technical solution is set to be referenced in the control method provided by the present invention. Of course, the braking control device used in the braking control method provided by the present invention is not limited to this structural configuration.

[0032] In a specific embodiment, the rail vehicle braking control method can be applied to a condition where the vehicle slides during braking.

[0033] like Figure 1 As shown, a rail vehicle braking control method provided by one embodiment of the present invention specifically includes the following steps.

[0034] Step S1, when the rail vehicle slides, applying a preset braking force to the rail vehicle;

[0035] Step S2, determining whether the rail vehicle continues to slide after the preset braking force is applied;

[0036] If yes, jump to step S3, determine the first wheel axle of the first trailer of the rail vehicle as the target free axle, apply a first action to the target free axle based on the first target adhesion coefficient, and obtain a first actual adhesion coefficient of the rail vehicle;

[0037] Step S4, adjusting the magnitude of the braking force of the second action subsequently applied to the target free axis according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient.

[0038] In this way, when the rail vehicle slides, a preset braking force is applied to the rail vehicle, and when the rail vehicle continues to slide after the preset braking force is applied, the first axle of the first trailer of the rail vehicle is determined to be the target free axle, and the target free axle is initially braked (first action) based on the first target adhesion coefficient, and the corresponding first actual adhesion coefficient is obtained. Subsequently, the magnitude of the braking force of the second action subsequently applied to the target free axle is further adjusted based on the numerical relationship between the first actual adhesion coefficient and the first target adhesion coefficient detected in real time. This dynamic adjustment mechanism can ensure that the braking process is more in line with the current track conditions, thereby reducing the drastic fluctuations in axle speed caused by changes in track conditions, effectively reducing the risk of positioning loss caused by axle speed fluctuations, and thereby reducing the possibility of entering the speed limit degradation mode.

[0039] In steps S1 and S2, after the rail vehicle begins to slide, a preset braking force is applied to it and the rail vehicle continues to slide after the preset braking force is applied (hereinafter referred to as the "first condition"), indicating that the rail vehicle is currently in a low-adhesion sliding state. The low-adhesion sliding state occurs when the friction between the wheels and the track is insufficient to provide sufficient traction or braking force, causing the vehicle to slip and fail to maintain normal rolling contact with the track, thereby entering a sliding state.

[0040] Specifically, in the present invention, the low-adhesion sliding state can indicate the following two meanings: on the one hand, it indicates that the current rail vehicle is sliding; on the other hand, it indicates that the friction between the wheelset and the wheel-rail of the current rail vehicle is low, so low that the speed limit degradation mode may be triggered.

[0041] It should be noted that before determining that the rail vehicle is in the low-adhesion sliding state, the rail vehicle can be controlled to make a judgment according to the following two stages, namely, a "low-adhesion detection mode" and a "low-adhesion mode".

[0042] In one embodiment, it is determined whether the current running speed of the rail vehicle is greater than the preset speed; if so, it is determined whether at least one axle of the rail vehicle is sliding; if at least one axle of the rail vehicle is sliding, it is determined that the rail vehicle is sliding. (That is, triggering or entering the "low adhesion detection mode")

[0043] In this way, it can be ensured that the sliding state of the rail vehicle occurs during the operation of the vehicle. When the vehicle enters or leaves the station, it may cause short-term sliding due to acceleration and deceleration.

[0044] In a specific embodiment, the preset speed is 50 km / h and the first target adhesion coefficient is 0.06. Of course, the preset speed and the first target adhesion coefficient can be adaptively adjusted according to the evaluation of the vehicle safety performance.

[0045] In a specific embodiment, the speed of the wheelset to be detected and the reference wheelset speed of the rail vehicle are obtained; it is determined whether the speed of the wheelset to be detected is greater than or less than the reference wheelset speed; if so, it is determined that the rail vehicle is sliding.

[0046] In this way, by comparing the speed difference between the two wheelsets to judge the skidding of the rail vehicle, the sliding state of the vehicle can be intuitively reflected with high accuracy and reliability. In addition, the acquisition of wheelset speed data is relatively easy and practical.

[0047] The reference wheelset speed is a reference speed for comparison with the speeds of other wheelsets. It can be the linear speed of the wheelset; when the wheelset diameters of the wheels are the same, it can also be the angular speed of the wheelset.

[0048] In one embodiment, a second target braking force is determined according to a second target adhesion coefficient and a current load weight of the rail vehicle; the second target braking force is equal to the product of the second target adhesion coefficient and the current load weight;

[0049] The rail vehicle is controlled to apply emergency braking to the target free axis according to the second target braking force; if the rail vehicle is still in a sliding state after applying the second target braking force, and the sliding time is longer than the preset time, the rail vehicle is determined to be in a low adhesion state. (i.e., triggering or entering the "low adhesion mode")

[0050] In this way, by judging whether the rail vehicle continues to slide for a preset time after the second target braking force is applied, it is further verified whether the current braking strategy is effective.

[0051] In a specific embodiment, the preset time length is 5 seconds, and the second target adhesion coefficient is 0.08. Of course, the preset time length and the second target adhesion coefficient can be adaptively adjusted according to the evaluation of the vehicle safety performance.

[0052] It can be seen that the "low adhesion detection mode" is the initial detection and response stage of the rail vehicle, which attempts to solve the sliding problem or conduct further diagnosis by applying the first action. If the sliding problem still exists after applying the first action and lasts for more than the preset time, the rail vehicle braking control system will determine that the vehicle has entered the more serious "low adhesion mode". There is a logical relationship between the two modes, that is, the "low adhesion detection mode" is triggered first, and then the "low adhesion mode" is entered when certain conditions are met.

[0053] For example, under braking conditions, when the traction control system of the rail vehicle detects that a certain motor vehicle bogie (such as M1) is sliding, and the actual operating speed of the current vehicle V>50km / h (i.e., the preset speed), it is determined that the rail vehicle triggers the "low adhesion detection mode". At this time, the traction control system reduces the electric braking force of the M1 bogie under the current load to the electric braking force corresponding to the agreed second target adhesion coefficient u1 (e.g., u1=0.08). This process is based on an assumption that reducing the braking force to the level corresponding to the second target adhesion coefficient may help solve the sliding problem, or at least further diagnose the cause of the sliding; if the M1 bogie is still in a sliding state and the sliding duration lasts for 0.5 seconds (i.e., the preset duration), it is determined that the rail vehicle enters the "low adhesion mode".

[0054] Specifically, after applying the first action, if the vehicle continues to slide and the sliding time exceeds the preset time, it means that the braking force currently applied corresponding to the first action may still be too large, or the adhesion condition of the track is indeed very poor, so that even if the braking force is adjusted, it cannot effectively prevent sliding. At this time, it can be determined that the rail vehicle meets the first condition, that is, it enters the low adhesion sliding state (or, enters the "low adhesion mode").

[0055] In the low-adhesion sliding state, the friction between the wheel and the track is uneven, resulting in unstable wheel speed and shaft speed fluctuations. The shaft speed fluctuation may cause the positioning sensor of the vehicle control system to be unable to accurately obtain the wheel speed and position information. When the fluctuation exceeds a certain range, the positioning sensor may not be able to correctly identify the current position of the wheel, resulting in positioning loss. Positioning loss means that the rail vehicle control system cannot accurately know the current position and speed of the train, which poses a serious threat to the safe operation of the vehicle.

[0056] In order to deal with the safety risks caused by the loss of positioning, rail vehicles may take a variety of protective measures. One of them is to enter the speed limit degradation mode, in which the maximum operating speed of the rail vehicle will be limited to a lower level to reduce the safety risks caused by excessive speed.

[0057] On the one hand, the speed reduction mode may lead to longer vehicle travel time because vehicles need more time to cover the same distance. In addition, if the speed reduction mode occurs on busy lines or during peak hours, it may lead to increased vehicle intervals, thereby reducing the operating efficiency of the entire rail vehicle system.

[0058] On the other hand, the speed limit degradation mode may lead to inaccurate control of the interval time between adjacent rail vehicles. If the front vehicle is in the speed limit degradation mode but the signal fails to convey this information to the rear vehicle in time, the rear vehicle may continue to move, thereby increasing the risk of collision with the front vehicle.

[0059] In step S3, the target adhesion coefficient refers to an ideal adhesion coefficient value determined based on at least one of the current track condition and the vehicle state, and is used to guide the braking operation (the first action or the second action). The first action and the second action are used to test or adjust the reasonable adhesion state of the rail vehicle; the actual adhesion coefficient represents the actual running state of the current vehicle after performing the first action under low adhesion conditions.

[0060] In order to prevent the rail vehicle from entering the speed limit degradation mode, in step S3 and step S4, an axis that can truly reflect the current running speed of the rail vehicle is selected as the target free axis for braking operation, which can ensure that the braking operation can accurately reflect the actual running state of the vehicle. By applying the first action and the second action to the target free axis, this staged adjustment of the braking force can gradually approach the optimal braking effect, avoiding the vehicle entering the speed limit degradation mode due to excessive braking force applied at one time.

[0061] Specifically, in step S3, the first action can be understood as a preliminary braking action or an initial braking action, and the purpose of the first action is to try to improve or solve the low-adhesion sliding problem by adjusting the braking force. At the same time, the rail vehicle control system will measure and record the actual adhesion coefficient of the rail vehicle under this preliminary braking action (i.e., the "first actual adhesion coefficient"); in step S4, the magnitude of the subsequent braking force is adjusted based on the result of the preliminary braking action. This adjustment may be gradual and multiple times until an ideal or acceptable adhesion state is reached, thereby ensuring that the vehicle maintains stable operation under low-adhesion sliding conditions to avoid triggering the speed limit degradation mode.

[0062] In one embodiment, the first target adhesion coefficient is smaller than the second target adhesion coefficient, and the first actual adhesion coefficient is smaller than the second target adhesion coefficient.

[0063] In this embodiment, when the rail vehicle meets the first condition, it indicates that after the second target braking force (or preset braking force) corresponding to the second target adhesion coefficient is applied to the rail vehicle, the rail vehicle still keeps sliding, which may be because the adhesion performance is too poor due to the current track conditions (such as wet, oily, etc.). Based on this, by reducing the adhesion coefficient (i.e., applying the first action to the target free axis based on the first target adhesion coefficient), the sliding friction between the wheel and the track is reduced, thereby improving the adhesion condition, so that the wheel can be decelerated or stopped more stably.

[0064] In a specific embodiment, the second target adhesion coefficient is defined as u2, the current load weight of the rail vehicle is mg, and the second target braking force is u2mg.

[0065] like Figure 2As shown, in one embodiment, the portion of "determining the first wheel axle of the first trailer of the rail vehicle as the target free axle" in step S3 may include the following steps.

[0066] Step P31, detecting a plurality of trailer axles of a first trailer in the rail vehicle, and determining a first axle provided with a speed detection device;

[0067] Step P32, adjusting the brake cylinder pressure value corresponding to the first wheel axle to 0, to obtain the corresponding target free axle.

[0068] In this way, by adjusting the brake cylinder pressure corresponding to the first axle to 0, the target free axle can more freely follow the running speed changes of the rail vehicle without the action of braking force, avoiding the influence of the low adhesion sliding state on its speed detection.

[0069] In step P31, the first trailer does not represent the first trailer in the rail vehicle, but is used to identify a specific, selected or focused trailer car. Similarly, the first axle does not represent the first axle in the first trailer in the vehicle's running direction, nor is it based on the position of the axle in the trailer sequence, but is identified as the axle equipped with a speed detection device. For example, if the third axle on the second trailer of the rail vehicle is equipped with a speed detection device, the third axle is defined as the target free axle.

[0070] In a specific embodiment, the speed detection device may be a speed sensor for detecting the axle speed or rotation speed of the trailer axle per unit time. Understandably, since the trailer has no traction, its axle will not be affected by the change in traction, and thus can more accurately reflect the actual running speed of the vehicle. In contrast, the axle of the moving vehicle may experience speed fluctuations due to changes in traction. In this way, when the actual wheel-rail adhesion is low and slippage occurs, selecting the trailer axle can create relatively stable speed measurement conditions for the signal system, reduce the signal system's positioning loss caused by rapid fluctuations in axle speed due to large slippage, and the subsequent frequent application of emergency brakes.

[0071] The trailer axle with a speed sensor is selected as the target axle because the speed sensor can monitor the speed changes of the axle in real time and provide accurate speed feedback for the braking system.

[0072] In step P32, the brake cylinder pressure value refers to the pressure value in the brake cylinder of the brake system. During the braking process, the brake cylinder pressure value determines the magnitude of the braking force applied to the wheel, and there is a positive correlation between the brake cylinder pressure value and the braking force. Specifically, the higher the brake cylinder pressure value, the greater the braking force applied to the wheel; conversely, the lower the brake cylinder pressure value, the smaller the braking force.

[0073] like Figure 3As shown, in one embodiment, the part of "applying a first action to the target free axis based on the first target adhesion coefficient" in step S3 of the present invention may specifically include the following steps.

[0074] Step S31, determining a corresponding first target braking force according to a first target adhesion coefficient and a current load weight of the rail vehicle; the first target braking force is equal to the product of the first target adhesion coefficient and the load weight;

[0075] Step S32: Control the rail vehicle to apply an emergency braking operation to the target free axis according to the first target braking force.

[0076] In this way, the first target braking force is applied to the target free axis to implement an emergency braking operation, thereby achieving the goal of deceleration or stopping.

[0077] In a specific embodiment, the first target adhesion coefficient is defined as u1, the current load weight of the rail vehicle is mg, and the first target braking force is u1mg.

[0078] As shown in FIG. 4( a ), in one embodiment, step S4 of the present invention may specifically include the following steps.

[0079] Step S411, determining whether the first actual adhesion coefficient is greater than the first target adhesion coefficient;

[0080] If not, jump to step S412A, control the rail vehicle to apply emergency braking operation to the target free axis according to the first target braking force corresponding to the first target adhesion coefficient, and at the same time turn off the anti-skid operation of the rail vehicle on the target free axis;

[0081] If so, the process jumps to step S412B to control the rail vehicle to apply an emergency braking operation to the target free axis according to the actual braking force corresponding to the first actual adhesion coefficient.

[0082] In this way, by adjusting the magnitude of the braking force of the second action subsequently applied to the target free axis, it is possible to prevent the rail wheel from entering the speed limit degradation mode.

[0083] As shown in FIG. 4( b ), in another embodiment, step S4 of the present invention may specifically include the following steps.

[0084] Step S421, determining whether the first actual adhesion coefficient is greater than the first target adhesion coefficient;

[0085] If not, jump to step S422A, control the rail vehicle to apply emergency braking operation to the target free axis according to the first target braking force corresponding to the first target adhesion coefficient, and at the same time turn off the anti-skid operation of the rail vehicle on the target free axis;

[0086] If so, jump to step S422B to control the rail vehicle to apply an emergency braking operation to the target free axis according to the first target braking force corresponding to the first target adhesion coefficient.

[0087] In this way, by adjusting the magnitude of the braking force of the second action subsequently applied to the target free axis, it is possible to prevent the rail wheel from entering the speed limit degradation mode.

[0088] Among them, the anti-skid protection function is a safety protection mechanism. By monitoring the operating status of the vehicle, when it detects that the vehicle is skidding, it automatically takes measures to make adjustments to prevent the skidding from further aggravating, thereby ensuring the safety and stability of the vehicle operation.

[0089] In a specific embodiment, a signal flag is defined corresponding to the anti-skid protection function. When the signal flag is 1, it indicates that the anti-skid protection function is disabled. When the signal flag is 0, it indicates that the anti-skid protection function is enabled.

[0090] The above-mentioned various implementation modes, embodiments or specific examples provided by the present invention can be combined with each other to finally form multiple better implementation modes.

[0091] Figure 5 FIG. 1 is a schematic diagram showing a braking control process of a rail vehicle after the vehicle enters the "low adhesion mode" in a preferred embodiment. Figure 5 The content shown summarizes the braking control process of a rail vehicle.

[0092] When the first wheel of the rail vehicle starts to slip, a preset braking force is applied to the first wheel, and the first wheel continues to slide for a preset period of time after the preset braking force is applied (or, enters the "low adhesion mode"). The air brake system control unit (hereinafter referred to as the "brake control unit") temporarily reduces the brake cylinder pressure value in the trailer axle that meets the conditions (i.e., the trailer axle with a speed detection device) to 0, so that it is in a temporary relief state and becomes the target free axle. The brake control unit detects this state change and uploads its relief state information to the train control network.

[0093] After receiving the relief status information uploaded by the braking unit, the train control network parses and processes it. Based on the preset logic and rules, the train control network determines whether it is necessary to trigger the multi-level emergency braking mode; if the train control network determines to trigger the multi-level emergency braking mode, a trigger signal is sent to the braking control unit based on the external hard-wired signal; after receiving the external hard-wired trigger signal, the braking control unit will identify and decode the signal.

[0094] According to the decoded information, the brake control unit will perform the corresponding operation, that is, to reduce and limit the emergency brake control pressure of the target free axis. Specifically, it can be reduced to the first target braking force of the first target adhesion coefficient (u1=0.06) corresponding to the current load, and the anti-skid protection function of the target free axis is disabled. At this time, if emergency braking is applied, the target free axis will apply the first target braking force regardless of the current wheel-rail adhesion. Other non-target free axes are not adjusted, and the normal higher adhesion (such as the second target adhesion coefficient u2=0.08) is still used to apply braking force.

[0095] When the vehicle is in low-adhesion sliding and the vehicle overspeeds, triggering the train protection system to apply emergency braking, if the first actual adhesion coefficient of the vehicle is higher than the first target adhesion coefficient u1, a relatively low emergency braking force (i.e., the first target braking force) is applied to the target free axis, and the target free axis can still provide a normal rotation speed. This means that the train signal system will not enter the degradation mode due to the braking of the target free axis. After the emergency stop, the vehicle can continue to start driving without running at a low speed due to degradation, which avoids the collision safety risk caused by the subsequent vehicles due to chain deceleration or parking waiting.

[0096] If the first actual adhesion coefficient of the vehicle is lower than the first target adhesion coefficient u1, a relatively low emergency braking force (i.e., the first target braking force) is applied to the target free axis, and the anti-skid protection function of the target free axis is prohibited. Since the first actual adhesion coefficient is lower than the first target adhesion coefficient, the target free axis may slip after the first target braking force is applied. In theory, slipping will trigger the anti-skid protection function, but at this time the anti-skid protection function of the target free axis is prohibited, and the wheel where the target free axis is located will lock. The locked wheel directly rubs against the track surface, which plays a role in cleaning the track, thereby improving the adhesion condition of the track.

[0097] Improved track conditions can help increase the braking force applied by subsequent wheels in slipping conditions and reduce the risk of friction with other wheels. In addition, improved track conditions can also shorten emergency braking distances, further reducing the risk of collision with adjacent wheels.

[0098] like Figure 6 As shown, one embodiment of the present invention provides a rail vehicle braking control device 100.

[0099] In one embodiment, the rail vehicle braking control device 100 applies action to a target free axis in the rail vehicle according to the rail vehicle braking control method, so as to avoid as much as possible the risk of the vehicle losing its positioning due to large axle speed fluctuations and thus triggering speed limit downgrade.

[0100] In a specific embodiment, the rail vehicle braking control method can be implemented with reference to any of the technical solutions provided above.

[0101] The rail vehicle brake control device 100 comprises a pre-processing module 11. The pre-processing module 11 is used to apply a pre-control to the rail vehicle when the rail vehicle slides.

[0102] The rail vehicle braking control device 100 comprises a judging module 12. The judging module 12 is used to judge whether the rail vehicle continues to slide after the preset braking force is applied.

[0103] The rail vehicle brake control device 100 includes a first processing module 13 .

[0104] In one embodiment, the first processing module 13 is used to determine that the first wheel axle of the first trailer of the rail vehicle is the target free axle when the rail vehicle continues to slide after the preset braking force is applied.

[0105] In one embodiment, the first processing module 13 is used to apply a first action to the target free axis based on the first target adhesion coefficient, and obtain a first actual adhesion coefficient of the rail vehicle.

[0106] The rail vehicle brake control device 100 includes a second processing module 14 .

[0107] In one embodiment, the second processing module 14 is used to adjust the magnitude of the braking force of the second action subsequently applied to the target free axis according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient.

[0108] Continue to refer to Figure 6 As shown, in a specific example, the working process of the rail vehicle braking control device 100 is as follows:

[0109] The preprocessing module 11 monitors the running status of the rail vehicle and collects data through sensors or other monitoring equipment (for example, monitoring a certain EMU bogie) to determine whether the bogie is slipping. When the bogie is detected to be slipping, the preprocessing module 11 uses the speed sensor to monitor the current running speed of the rail vehicle and determines whether the running speed meets the preset speed; if the running speed meets the preset speed, the traction system of the rail vehicle reduces the electric braking force applied to the sliding bogie under the current load to the preset second target braking force; after the judgment module 12 applies the second target braking force to the rail vehicle, it determines whether the bogie continues to slide for a preset time. If so, it determines that the rail vehicle enters the "low adhesion mode" and sends a signal to the first processing module 13 to instruct the rail vehicle to perform a braking operation.

[0110] After the first processing module 13 receives the signal from the judgment module 12, the air brake system of the control rail vehicle temporarily adjusts the brake cylinder pressure request of the designated trailer axle in the brake control unit (or CAN unit) to 0, so that the air brake of the axle is in a relieved state (i.e., the target free axle). After the target free axle is in a temporary relieved state, the brake control unit of the rail vehicle will upload its relieved state to the train control network. After receiving the relieved state of the target free axle, the train control network sends an external hard-wire signal to the brake control unit to trigger the multi-level emergency brake mode selection to adjust the emergency brake pressure of the target free axle (first action). The first actual adhesion coefficient corresponding to the pressure adjustment is sent to the second processing module 14, and the second processing module 14 adjusts the target free axle again according to the first actual adhesion coefficient (second action).

[0111] The relationship between the modules and functions provided above in the present invention is not absolutely fixed. In some embodiments, the modules can be combined and integrated so that one module can assume the functions of multiple modules; in some embodiments, some functions can also be separated and implemented by several additional modules.

[0112] For example, the determination module 12, the first processing module 13 and the second processing module 14 can be integrated into a control module, which carries all or part of the functions of the above modules.

[0113] One embodiment of the present invention provides a computer storage medium.

[0114] In one embodiment, a computer-readable storage medium stores a rail vehicle braking control method in any technical solution of the present invention executed by the processor mentioned above.

[0115] The computer-readable storage medium may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0116] In summary, the present invention provides a rail vehicle braking control method, device and computer storage medium. When the rail vehicle slides, a preset braking force is applied to the rail vehicle, and when the rail vehicle continues to slide after the preset braking force is applied, the first wheel axle of the first trailer of the rail vehicle is determined as the target free axis, and the target free axis is initially braked (first action) based on the first target adhesion coefficient, and the corresponding first actual adhesion coefficient is obtained. Subsequently, the magnitude of the braking force of the second action subsequently applied to the target free axis is further adjusted according to the numerical relationship between the first actual adhesion coefficient and the first target adhesion coefficient detected in real time. This dynamic adjustment mechanism can ensure that the braking process is more in line with the current track conditions, thereby reducing the drastic fluctuations in the shaft speed caused by changes in the track conditions, effectively reducing the risk of positioning loss caused by shaft speed fluctuations, and thereby reducing the possibility of entering the speed limit degradation mode.

[0117] It should be understood that although this specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation mode may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0118] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the present invention. They are not intended to limit the scope of protection of the present invention. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the present invention should be included in the scope of protection of the present invention.

Claims

1. A rail vehicle braking control method, characterized in that: include: When the rail vehicle slides, a preset braking force is applied to the rail vehicle; Determine whether the rail vehicle continues to slide after a preset braking force is applied; If so, determining that a first wheel axle of a first trailer of the rail vehicle is a target free axle, applying a first action to the target free axle based on a first target adhesion coefficient, and obtaining a first actual adhesion coefficient of the rail vehicle; According to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient, the magnitude of the braking force of the second action subsequently applied to the target free axis is adjusted.

2. The control method according to claim 1, characterized in that: The applying a first action to the target free axis based on the first target adhesion coefficient comprises: Determining a corresponding first target braking force according to a first target adhesion coefficient and a current load weight of the rail vehicle; the first target braking force is equal to the product of the first target adhesion coefficient and the load weight; The rail vehicle is controlled to apply an emergency braking operation to the target free axis according to the first target braking force.

3. The control method according to claim 1, characterized in that: The adjusting the magnitude of the braking force of the second action subsequently applied to the target free axis according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient includes: determining whether the first actual adhesion coefficient is greater than the first target adhesion coefficient; If yes, then controlling the rail vehicle to apply an emergency braking operation to the target free axis according to the actual braking force corresponding to the first actual adhesion coefficient; or, If so, the rail vehicle is controlled to apply an emergency braking operation to the target free axis according to a first target braking force corresponding to the first target adhesion coefficient.

4. The control method according to claim 3, characterized in that: After determining whether the first actual adhesion coefficient is greater than the first target adhesion coefficient, the method further includes: If not, the rail vehicle is controlled to apply an emergency braking operation to the target free axis according to the first target braking force corresponding to the first target adhesion coefficient, and the anti-skid operation of the rail vehicle on the target free axis is turned off.

5. The control method according to claim 1, characterized in that: The step of determining the first wheel axle of the first trailer of the rail vehicle as the target free axle comprises: detecting a plurality of trailer axles of a first trailer in the rail vehicle and determining a first axle provided with a speed detection device; The brake cylinder pressure value corresponding to the first wheel axle is adjusted to 0 to obtain the corresponding target free axle.

6. The control method according to claim 1, characterized in that: Before the rail vehicle slides, the method further includes: Obtain and determine whether the current running speed of the rail vehicle is greater than the preset speed; If so, detecting and determining whether at least one axle of the rail vehicle is slipping; If at least one wheel axle of the rail vehicle slips, it is determined that the rail vehicle slips.

7. The control method according to claim 1, characterized in that: The rail vehicle applies a preset braking force, comprising: Determining a second target braking force according to the second target adhesion coefficient and the current load weight of the rail vehicle; the second target braking force is equal to the product of the second target adhesion coefficient and the current load weight; Controlling the rail vehicle to apply an emergency braking operation to the target free axis according to the second target braking force; The determining whether the rail vehicle continues to slide after the preset braking force is applied includes: It is determined whether the current rail vehicle continues to slide for a preset time period after the second target braking force is applied.

8. The control method according to claim 7, characterized in that: The first target adhesion coefficient is smaller than the second target adhesion coefficient, and the first actual adhesion coefficient is smaller than the second target adhesion coefficient.

9. A rail vehicle braking control device, characterized in that: include: A pre-processing module, used for applying a preset braking force to the rail vehicle when the rail vehicle slides; A judgment module, used to judge whether the rail vehicle continues to slide after a preset braking force is applied; a first processing module, configured to determine, when the rail vehicle continues to slide after a preset braking force is applied, a first wheel axle of a first trailer of the rail vehicle as a target free axle, apply a first action to the target free axle based on a first target adhesion coefficient, and obtain a first actual adhesion coefficient of the rail vehicle; The second processing module is used to adjust the magnitude of the braking force of the second action subsequently applied to the target free axis according to the numerical relationship between the first target adhesion coefficient and the first actual adhesion coefficient.

10. A computer storage medium storing a computer program, wherein when the computer program is executed, the device where the computer storage medium is located executes the steps of the rail vehicle braking control method according to any one of claims 1 to 8.

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