Railway vehicle reverse sliding prevention control system and method thereof

Abstract

The invention relates to rail vehicle reverse sliding prevention, in particular to a rail vehicle reverse sliding prevention control system and method, and the system comprises an information collection module which is used for obtaining the environment temperature, the environment humidity, the gradient of each section of rail and a first working record of each friction plate in real time; the friction force calculation module is used for calculating comprehensive track friction force according to the environment temperature, the environment humidity and the gradient of each section of track; in the invention, when the optimal brake pressure of each brake pad is calculated, the condition of each brake is considered to be different, so that the too thin brake pad is excluded, and the load difference of different carriages on rails with different gradients is also considered, so that the optimal brake pressure of each brake pad is calculated. According to the value range of the calculated optimal braking pressure, it can be guaranteed that the rail vehicle cannot slip backwards, and the great braking effect can be achieved under the condition that the sum of the braking pressure of all the brake pads is minimum.

Description

Technical Field

[0001] The invention relates to anti-rollback of a rail vehicle, and in particular to a control system and a method for anti-rollback of a rail vehicle. Background Art

[0002] Most of the existing anti-rollback control systems rely on simple brake pressure control and fail to fully consider the impact of environmental factors (such as temperature, humidity, and track slope) on the braking effect. In particular, on some tracks with rapidly changing slopes, the loads of different carriages will change, which in turn affects the braking force required by the rail vehicle. If the brake pressure is increased blindly, the energy efficiency of the rail vehicle will be reduced, and long-term application of high brake pressure on the brake pads will also reduce the service life of the brake pads. Summary of the invention

[0003] In view of the deficiencies in the prior art, the present invention provides a rail vehicle anti-rollback control system and method thereof, which solves the technical problems in the above-mentioned background technology.

[0004] To achieve the above object, the present invention provides the following technical solutions:

[0005] A rail vehicle anti-rollback control system, comprising:

[0006] An information acquisition module, the information acquisition module is used to obtain in real time the ambient temperature, ambient humidity, the slope of each track section and the first working record of each friction plate;

[0007] The friction calculation module is used to calculate the comprehensive track friction F according to the ambient temperature, ambient humidity and the slope of each track section. f，all ;

[0008] An aging analysis module is used to calculate the comprehensive braking force F of all brake pads according to the first working record of each friction pad. total ;

[0009] The brake pressure analysis module is used to analyze the brake pressure according to the comprehensive track friction force F f，all and the combined braking force F total Calculates the optimal brake pressure for each brake pad;

[0010] A control module is used to control the hydraulic pressure of the brake pad according to the brake pressure.

[0011] Furthermore, the first working record includes the total use time of the brake each time, the corresponding track slope, the braking time and the weight of the carriage.

[0012] Furthermore, the specific calculation steps of the comprehensive track friction are as follows:

[0013] S11. Calculate the temperature influence parameter α according to the ambient temperature and ambient humidity. The calculation formula is:

[0014]

[0015] Wherein, ln represents the ln function; RH represents the ambient humidity; T represents the ambient temperature; a and b represent the first and second influence constants respectively;

[0016] S12. Calculate the dew point temperature T according to the temperature influence parameter α d , and its calculation formula is:

[0017]

[0018] S13. Determine the ambient temperature and dew point temperature T d Are they all below 0 degrees Celsius?

[0019] If so, it means that the track surface is iced;

[0020] If not, it means that the track surface is not iced;

[0021] S14. Divide the track into several sections according to the change of the track slope. The slope difference between every two adjacent track sections is 1. Calculate the friction coefficient μ of each track section according to the ambient temperature and humidity. i , and its calculation formula is:

[0022] μ i =μ0+k T ×(T-T0)+k RH ×(RH-RH0)+k θ sin(θ i )+k I

[0023] Where μ0 represents the reference friction coefficient of the track; k T , k RH and k θ They represent the temperature sensitivity coefficient, humidity sensitivity coefficient and slope sensitivity coefficient respectively; T0 and RH0 represent the reference temperature and reference humidity respectively; θ i represents the slope of the i-th track; k I represents the ice layer influence coefficient;

[0024] S15, according to the friction coefficient μ i Calculate the track friction F for each track segment f，i , and its calculation formula is:

[0025] F f，i =μ i m i gcos(θ i )

[0026] In the formula, m i The weight of the carriage corresponding to the i-th track; g represents the acceleration due to gravity;

[0027] S16, according to the track friction F f，i Calculate the comprehensive track friction F f，all , and its calculation formula is:

[0028]

[0029] Where K represents the total number of track segments.

[0030] Furthermore, the calculation steps of the comprehensive braking force of the brake pad are as follows:

[0031] S21, obtaining the second working record of each friction pad of several test rail vehicles, and using it as a training sample, and constructing a sample label according to the change of brake pad thickness during later maintenance;

[0032] S22, training the long short-term memory network using the training samples and sample labels to obtain a target model;

[0033] S23, constructing a working data parameter set A according to the first working record of each friction plate, in, Indicates the total usage time of the nth brake pad at the mth braking time, the corresponding track slope, braking time and carriage weight;

[0034] S24, input the working data parameter set A into the target model, and output the remaining thickness h of each brake sy ;

[0035] S25, calculating the current braking force F of each brake pad according to the remaining thickness of each brake p，i (1) ;

[0036] S26, according to the current braking force F p，i (1) Calculate the combined braking force F of all brake pads total .

[0037] Furthermore, the current braking force F p，i (1) The calculation steps are as follows:

[0038] S251, preset initial braking force F of brake pad p and the limiting thickness h jx , initial braking force F p The calculation formula is:

[0039] F p =μ p ×P×A

[0040] In the formula, μ p Indicates the friction coefficient of the brake pad; P indicates the hydraulic pressure currently applied to the brake pad; A indicates the contact area between the brake pad and the wheel;

[0041] S252, determine the remaining thickness h of each brake sy Is it greater than the limit thickness h? jx ;

[0042] If so, the current braking force F of the brake p，i (1) Equal to the initial braking force F p ;

[0043] If not, proceed to step S253;

[0044] S253, calculate the current braking force F according to the remaining thickness p，i (1) , and its calculation formula is:

[0045]

[0046] In the formula, F p，i (1) Represents the current friction between the i-th brake pad and the wheel.

[0047] Furthermore, the calculation steps of the comprehensive braking force are as follows:

[0048] S261. Calculate the dynamic load factor K based on the speed change of each carriage of the rail vehicle d，i , and its calculation formula is:

[0049]

[0050] In the formula, a i represents the longitudinal acceleration of the carriage corresponding to the i-th brake;

[0051] S262, calculating the coupling coefficient K according to the traction difference between every two adjacent carriages of the rail vehicle c，i , and its calculation formula is:

[0052]

[0053] Where, ΔF j，j+1 represents the difference in traction between the jth and j+1th carriages; F max Indicates the maximum permissible traction force;

[0054] S263, according to the dynamic load factor K d，i and coupling coefficient K c，i Calculate the single braking force F for each brake pad friction，i , and its calculation formula is:

[0055] F friction，i =(F p，i (1) +μ p ×m i ×g×cos(θ i ))×K d , i ×K c，i

[0056] S264, based on the single braking force F of each brake pad friction，i Calculate the comprehensive braking force F total .

[0057] Furthermore, the comprehensive braking force F total The calculation formula is:

[0058]

[0059] Where N represents the total number of brake pads.

[0060] Furthermore, the calculation steps of the brake pressure of each brake pad are as follows:

[0061] S31. Calculate the gravity component F of each carriage of the rail vehicle according to the slope of each track section. gravity，i , and its calculation formula is:

[0062] F gravity，i =m i gsin(θ i )

[0063] S32, according to the gravity component F gravity，i Calculate the combined gravity component F gravity，all , and its calculation formula is:

[0064]

[0065] Where M represents the total number of carriages of rail vehicles;

[0066] S33, judging the comprehensive braking force F total Is it greater than or equal to the comprehensive gravity component F? gravity，all And less than or equal to the comprehensive track friction F f，all ;

[0067] If yes, it means that the rail vehicle has not rolled back and the process ends;

[0068] If not, it means that the rail vehicle has rolled back, and the process goes to step S34;

[0069] S34, the remaining thickness h sy Less than the limit thickness h jx Mark the brake pads to be replaced as those to be replaced, and mark the other brake pads as normal brake pads;

[0070] S35, calculate the optimal braking pressure P of each normal brake pad j The value range of

[0071] S36, at the optimum braking pressure P j Select the optimized brake pressure within the value range.

[0072] Furthermore, the optimal braking pressure P j The calculation formula for the value range of is:

[0073]

[0074] Where L represents the number of normal brake pads.

[0075] A control method for a rail vehicle anti-rollback control system comprises the following steps:

[0076] S1, real-time acquisition of ambient temperature, ambient humidity, slope of each track section and the first working record of each friction plate;

[0077] S2. Calculate the comprehensive track friction F based on the ambient temperature, ambient humidity and the slope of each track section f，all ;

[0078] S3, calculating the comprehensive braking force F of all brake pads according to the first working record of each friction pad total ;

[0079] S4, according to the comprehensive track friction F f，all and the combined braking force F total Calculates the optimal brake pressure for each brake pad;

[0080] S5. Control the hydraulic pressure of the brake pad according to the brake pressure.

[0081] Compared with the prior art, the present invention provides a rail vehicle anti-rollback control system and method thereof, which has the following beneficial effects:

[0082] 1. In the present invention, when calculating the optimum braking pressure of each brake pad, the different conditions of each brake are taken into account, so the brake pads that are too thin are excluded, and the load difference of different carriages on tracks with different slopes is also taken into account. The value range of the optimum braking pressure calculated can ensure that the rail vehicle will not roll back, and can exert a greater braking effect when the sum of the braking pressures of all brake pads is minimized.

[0083] 2. The comprehensive braking force F of all brake pads of rail vehicles calculated by the present invention total The influence of track slope on the load condition of each carriage of the rail train is taken into account, and the load change of each carriage under different slopes and during braking is also taken into account. Compared with other calculation methods, it has higher accuracy, which is conducive to calculating the appropriate braking pressure based on it in the later stage.

[0084] 3. In the present invention, considering that the rail vehicle is connected by several carriages, and the slope of the track on which each carriage is located is different, the friction between each section of the track and the rail vehicle is different, so the calculation of the comprehensive friction between the entire train and the track is more accurate, which is convenient for improving the accuracy of calculating the braking pressure in the later stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0086] Figure 1 The present invention is a block diagram of a rail vehicle anti-rollback control system and method thereof. DETAILED DESCRIPTION

[0087] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific implementation methods, so that the implementation process of how the present application uses technical means to solve technical problems and achieve technical effects can be fully understood and implemented accordingly.

[0088] Those skilled in the art can understand that all or part of the steps in the following embodiments can be completed by instructing the relevant hardware through a program, so the present application can be in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application can be in the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0089] The situation of rail vehicle rolling back (i.e. sliding backward) is related to many factors, including but not limited to the state of the rail vehicle itself, external environmental conditions and improper operation. The following are some common situations that cause rail vehicle rolling back:

[0090] 1. Slope parking: When a rail vehicle is on a steep uphill section, if any part of the braking system has problems, such as wear of the brake pads leading to reduced friction, the rail vehicle may not be able to stop effectively, causing it to roll back;

[0091] 2. Slippery or icy tracks: In rainy and snowy weather, especially when the track surface is slippery or icy, the friction coefficient between the wheels and rails will be significantly reduced, increasing the risk of the train rolling back.

[0092] In order to avoid the above situation which may cause the train to roll back, Figure 1 As shown, the present invention proposes a rail vehicle anti-rollback control system, including an information acquisition module, a friction calculation module, an aging analysis module, a brake pressure analysis module and a control module; wherein:

[0093] The information acquisition module is used to obtain the ambient temperature, ambient humidity, the slope of each track section and the first working record of each friction plate in real time; specifically, temperature and humidity sensors can be installed on rail vehicles to obtain the temperature and humidity of the surrounding environment in real time, and obtain detailed terrain information through the digital map of the railway line.

[0094] It should be noted that the first working record includes the total usage time of the brake each time it is applied, the corresponding track slope, the braking time and the weight of the carriage; specifically, the total usage time of the brake each time it is applied represents the total time from the time the brake is put into use to each time it is applied; the braking time represents the working time of each brake.

[0095] The friction calculation module is used to calculate the comprehensive track friction F according to the ambient temperature, ambient humidity and the slope of each track section. f，all Specifically, since the friction of the track is related to the friction coefficient of its surface, and the ambient temperature, ambient humidity and track slope will affect the track friction coefficient. In addition, since the length of the rail vehicle is generally long and contains several carriages, the slope of the track where each carriage is located may vary. If this factor is not considered, the calculation of the friction between the entire rail vehicle and the track will not be accurate enough. Therefore, the specific calculation steps of the comprehensive track friction are as follows:

[0096] S11. Calculate the temperature influence parameter α according to the ambient temperature and ambient humidity. The calculation formula is:

[0097]

[0098] Wherein, ln represents the ln function; RH represents the ambient humidity; T represents the ambient temperature; a and b represent the first and second influence constants, respectively; in the present invention, a and b are 17.62 and 243.12, respectively;

[0099] S12. Calculate the dew point temperature T according to the temperature influence parameter α d , and its calculation formula is:

[0100]

[0101] S13. Determine the ambient temperature and dew point temperature T d Are they all below 0 degrees Celsius?

[0102] If so, it means that the track surface is iced;

[0103] If not, it means that the track surface is not iced;

[0104] S14. Divide the track into several sections according to the change of the track slope. The slope difference between every two adjacent track sections is 1. Calculate the friction coefficient μ of each track section according to the ambient temperature and humidity. i , and its calculation formula is:

[0105] μ i =μ0+k T ×(T-T0)+k RH ×(RH-RH0)+k θ sin(θ i )+k I

[0106] Where μ0 represents the reference friction coefficient of the track; k T , k RH and k θ They represent the temperature sensitivity coefficient, humidity sensitivity coefficient and slope sensitivity coefficient respectively; T0 and RH0 represent the reference temperature and reference humidity respectively; θ i represents the slope of the i-th track; k I represents the ice layer influence coefficient; in the present invention, if the track surface is iced, k I The value is -0.2; if the track surface is not frozen, k I The value is 0; t0 and RH0 are 20 degrees Celsius and 50% respectively; μ0, k T , k RH and k θ They are 0.4, -0.002, 0.001 and 0.05 respectively;

[0107] S15, according to the friction coefficient u i Calculate the track friction F for each track segment f，i , and its calculation formula is:

[0108] F f，i =μ i m i gcos(θ i )

[0109] In the formula, m i The weight of the carriage corresponding to the i-th track; g represents the acceleration due to gravity;

[0110] S16, according to the track friction F f，i Calculate the comprehensive track friction F f，all , and its calculation formula is:

[0111]

[0112] Where K represents the total number of track segments.

[0113] In the present invention, considering that the rail vehicle is composed of several connected carriages and the slope of the track on which each carriage is located is different, the friction between each section of the track and the rail vehicle is different. Therefore, the calculation of the comprehensive friction between the entire train and the track is more accurate, which is convenient for improving the accuracy of calculating the braking pressure in the later stage.

[0114] The aging analysis module is used to calculate the comprehensive braking force F of all brake pads based on the first working record of each friction pad. total Specifically, since the use of the rail vehicle's brakes will directly affect the performance of the brake pads, and when each brake pad is working, if the weight of each carriage is different, the brake pads of the heavier carriages will have higher wear; brake pads of different ages will have different wear degrees; the different slopes of the tracks on which different carriages are located will also cause different wear of the brake pads. Therefore, the calculation steps of the comprehensive braking force of the brake pads are as follows:

[0115] S21, obtaining the second working record of each friction pad of several test rail vehicles, and using it as a training sample, and constructing a sample label according to the change of brake pad thickness during the later maintenance; specifically, the thickness of the brake pad determined by the user will greatly affect the braking force of the brake pad. If the thickness of the brake pad is too thin, the braking material is reduced, which will affect the braking force, so the thickness consumption of the brake pad is used as the sample label;

[0116] It should be noted that the information type in the second work record is consistent with that in the first work record;

[0117] S22, training the long short-term memory network using the training samples and sample labels to obtain a target model;

[0118] S23, constructing a working data parameter set A according to the first working record of each friction plate, in, Indicates the total usage time of the nth brake pad at the mth braking time, the corresponding track slope, braking time and carriage weight;

[0119] S24, input the working data parameter set A into the target model, and output the remaining thickness h of each brake sy ;

[0120] S25, calculating the current braking force F of each brake pad according to the remaining thickness of each brake p，i (1) ; Specifically, the current braking force F p，i (1) The calculation steps are as follows:

[0121] S251, preset initial braking force F of brake pad p and the limiting thickness h jx , initial braking force F p The calculation formula is:

[0122] F p =μ p ×P×A

[0123] In the formula, μ p Indicates the friction coefficient of the brake pad; P indicates the hydraulic pressure currently applied to the brake pad; A indicates the contact area between the brake pad and the wheel;

[0124] The limit thickness is measured to show the thickness of the brake pad at which the friction force drops significantly.

[0125] S252, determine the remaining thickness h of each brake sy Is it greater than the limit thickness h? jx ;

[0126] If so, the current braking force F of the brake p，i (1) Equal to the initial braking force F p ;

[0127] If not, proceed to step S253;

[0128] S253, calculate the current braking force F according to the remaining thickness p，t (1) , and its calculation formula is:

[0129]

[0130] In the formula, F p，i (1) Represents the current friction between the i-th brake pad and the wheel.

[0131] S26, according to the current braking force F p，i (1) Calculate the combined braking force F of all brake pads total Specifically, if a rail vehicle is parked on a track with a slope, the center of gravity of the rail vehicle will shift, so the braking force that can be exerted by the brakes at different positions of each car is not the same. In addition, when the rail vehicle is on different slopes or in emergency braking, dynamic load transfer will occur between the cars of the rail vehicle, which will affect the braking force distribution of each car. The common braking force calculation method does not take the above factors into account, so the calculation of the comprehensive braking force of the rail vehicle is not accurate enough. Therefore, the calculation steps of the comprehensive braking force are as follows:

[0132] S261. Calculate the dynamic load factor K based on the speed change of each carriage of the rail vehicle d，i , and its calculation formula is:

[0133]

[0134] In the formula, a i represents the longitudinal acceleration of the carriage corresponding to the i-th brake;

[0135] S262, calculating the coupling coefficient K according to the traction difference between every two adjacent carriages of the rail vehicle c，i , and its calculation formula is:

[0136]

[0137] Where, ΔF j，j+1 represents the difference in traction between the jth and j+1th carriages; F max Indicates the maximum traction force allowed; in the present invention, a tension detection device can be set at the connection position of the carriage (i.e., the coupler) to obtain the traction force of each carriage;

[0138] S263, according to the dynamic load factor K d，i and coupling coefficient K c，i Calculate the single braking force F for each brake pad friction，i , and its calculation formula is:

[0139] F friction，i =(F p，i (1) +μ p ×m i ×g×cos(θ i ))×K d，i ×K c，i

[0140] S264, based on the single braking force F of each brake padfriction，i Calculate the comprehensive braking force F total , and its calculation formula is:

[0141]

[0142] Where N represents the total number of brake pads.

[0143] In the present invention, it is considered that if the rail vehicle is parked on a track with a slope, the center of gravity of the rail vehicle will be offset, so the braking force that can be exerted by the brakes at different positions of each car is different. In addition, when the rail vehicle is on different slopes or in emergency braking, dynamic load transfer will occur between the cars of the rail vehicle, thereby affecting the braking force distribution of each car. The comprehensive braking force F of all brake pads of the rail vehicle calculated by the present invention is total The influence of track slope on the load condition of each carriage of the rail train is taken into account, and the load change of each carriage under different slopes and during braking is also taken into account. Compared with other calculation methods, it has higher accuracy, which is conducive to calculating the appropriate braking pressure based on it in the later stage.

[0144] The brake pressure analysis module is used to calculate the total track friction F f，all and the combined braking force F total Calculate the optimal braking pressure of each brake pad; specifically, when the rail vehicle stops or brakes, if the braking pressure on the brake pad is too high, it may cause severe friction between the wheel and the track, resulting in damage to the wheel and the track. In addition, if the brake pad is subjected to excessive pressure for a long time, it will increase the risk of damage. Therefore, it is necessary to set a suitable braking pressure according to the actual situation. To this end, the calculation steps of the braking pressure of each brake pad are as follows:

[0145] S31. Calculate the gravity component F of each carriage of the rail vehicle according to the slope of each track section. gravity，i , and its calculation formula is:

[0146] F gravity，i =m i gsin(θ i )

[0147] S32, according to the gravity component F gravity，i Calculate the combined gravity component F gravity，all , and its calculation formula is:

[0148]

[0149] Where M represents the total number of carriages of rail vehicles;

[0150] S33, judging the comprehensive braking force F totalIs it greater than or equal to the comprehensive gravity component F? gravity，all And less than or equal to the comprehensive track friction F f，all ;

[0151] If yes, it means that the rail vehicle has not rolled back and the process ends;

[0152] If not, it means that the rail vehicle has rolled back, and the process goes to step S34;

[0153] S34, the remaining thickness h sy Less than the limit thickness h jx Mark the brake pads to be replaced as those to be replaced, and mark the other brake pads as normal brake pads;

[0154] S35, calculate the optimal braking pressure P of each normal brake pad j The value range of is calculated as follows:

[0155]

[0156] In the formula, L represents the number of normal brake pads;

[0157] S36, at the optimum braking pressure P j Select the optimized brake pressure within the value range.

[0158] In the present invention, when calculating the optimum braking pressure of each brake pad, the different conditions of each brake are taken into account, so brake pads that are too thin are excluded, and the load differences of different carriages on tracks with different slopes are also taken into account. The value range of the optimum braking pressure calculated can ensure that the rail vehicle will not roll back, and can exert a greater braking effect when the total braking pressure of all brake pads is minimized.

[0159] The control module is used to control the hydraulic pressure of the brake pad according to the brake pressure. Specifically, according to the optimal brake pressure P of each normal brake pad j The value range of input is the braking pressure of each normal brake pad to avoid the rail vehicle from rolling back and ensure the safety of passengers and rail vehicles.

[0160] The present invention also proposes a control method for a rail vehicle anti-rollback control system, comprising the following steps:

[0161] S1, real-time acquisition of ambient temperature, ambient humidity, slope of each track section and the first working record of each friction plate;

[0162] S2. Calculate the comprehensive track friction F based on the ambient temperature, ambient humidity and the slope of each track section f，all ;

[0163] S3, calculating the comprehensive braking force F of all brake pads according to the first working record of each friction pad total ;

[0164] S4, according to the comprehensive track friction F f，all and the combined braking force F total Calculates the optimal brake pressure for each brake pad;

[0165] S5. Control the hydraulic pressure of the brake pad according to the brake pressure.

[0166] The above implementation methods have been described in detail. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A rail vehicle anti-rollback control system, characterized in that: include: An information acquisition module, the information acquisition module is used to obtain in real time the ambient temperature, ambient humidity, the slope of each track section and the first working record of each friction plate; The friction calculation module is used to calculate the comprehensive track friction F according to the ambient temperature, ambient humidity and the slope of each track section. f，all ; An aging analysis module is used to calculate the comprehensive braking force F of all brake pads according to the first working record of each friction pad. total ; The brake pressure analysis module is used to analyze the brake pressure according to the comprehensive track friction force F f，all and the combined braking force F total Calculates the optimal brake pressure for each brake pad; A control module is used to control the hydraulic pressure of the brake pad according to the brake pressure.

2. The rail vehicle anti-rollback control system according to claim 1, characterized in that: The first working record includes the total use time of the brake each time, the corresponding track slope, the braking time and the weight of the carriage.

3. The rail vehicle anti-rollback control system according to claim 1, characterized in that: The specific calculation steps of the comprehensive track friction are as follows: S11. Calculate the temperature influence parameter α according to the ambient temperature and ambient humidity. The calculation formula is: Wherein, ln represents the ln function; RH represents the ambient humidity; T represents the ambient temperature; a and b represent the first and second influence constants respectively; S12. Calculate the dew point temperature T according to the temperature influence parameter α d , and its calculation formula is: S13. Determine the ambient temperature and dew point temperature T d Are they all below 0 degrees Celsius? If so, it means that the track surface is iced; If not, it means that the track surface is not iced; S14. Divide the track into several sections according to the change of the track slope. The slope difference between every two adjacent track sections is 1. Calculate the friction coefficient μ of each track section according to the ambient temperature and humidity. i , and its calculation formula is: m i =μ0+k T ×(T-T0)+k RH ×(RH-RH0)+k θ sin(θ i )+k I Where μ0 represents the reference friction coefficient of the track; k T , k RH and k θ They represent the temperature sensitivity coefficient, humidity sensitivity coefficient and slope sensitivity coefficient respectively; T0 and RH0 represent the reference temperature and reference humidity respectively; θ i represents the slope of the i-th track; k I represents the ice layer influence coefficient; S15, according to the friction coefficient μ i Calculate the track friction F for each track segment f，i , and its calculation formula is: F f，i =μ i m i gcos(θ i ) In the formula, m i The weight of the carriage corresponding to the i-th track; G represents the acceleration due to gravity; S16, according to the track friction F f，i Calculate the comprehensive track friction F f，all , and its calculation formula is: Where K represents the total number of track segments.

4. The rail vehicle anti-rollback control system according to claim 1, characterized in that: The calculation steps of the comprehensive braking force of the brake pad are as follows: S21, obtaining the second working record of each friction pad of several test rail vehicles, and using it as a training sample, and constructing a sample label according to the change of brake pad thickness during the later maintenance; S22, training the long short-term memory network using the training samples and sample labels to obtain a target model; S23, constructing a working data parameter set A according to the first working record of each friction plate, in, Indicates the total usage time of the nth brake pad at the mth braking time, the corresponding track slope, braking time and carriage weight; S24, input the working data parameter set A into the target model, and output the remaining thickness h of each brake sy ; S25, calculating the current braking force F of each brake pad according to the remaining thickness of each brake p，i (1) ; S26, according to the current braking force F p，i (1) Calculate the combined braking force F of all brake pads total .

5. The rail vehicle anti-rollback control system according to claim 4, characterized in that: Current braking force F p，i (1) The calculation steps are as follows: S251, preset initial braking force F of brake pad p and the limiting thickness h jx , initial braking force F p The calculation formula is: F p =μ p ×P×A In the formula, μ p Indicates the friction coefficient of the brake pad; P indicates the hydraulic pressure currently applied to the brake pad; A indicates the contact area between the brake pad and the wheel; S252, determine the remaining thickness h of each brake sy Is it greater than the limit thickness h? jx ; If so, the current braking force F of the brake p，i (1) Equal to the initial braking force F p ; If not, proceed to step S253; S253, calculate the current braking force F according to the remaining thickness p，i (1) , and its calculation formula is: In the formula, F p，i (1) Represents the current friction between the i-th brake pad and the wheel.

6. The rail vehicle anti-rollback control system according to claim 4, characterized in that: The calculation steps of comprehensive braking force are as follows: S261. Calculate the dynamic load factor K based on the speed change of each carriage of the rail vehicle d，i , and its calculation formula is: In the formula, a i represents the longitudinal acceleration of the carriage corresponding to the i-th brake; S262, calculating the coupling coefficient K according to the traction difference between every two adjacent carriages of the rail vehicle c，i , and its calculation formula is: Where, ΔF j，j+1 represents the difference in traction between the jth and j+1th carriages; F max Indicates the maximum permissible traction force; S263, according to the dynamic load factor K d，i and coupling coefficient K c，i Calculate the single braking force F for each brake pad friction，i , and its calculation formula is: F friction，i =(F p，i (1) +m p ×m i ×g×cos(θ i ))×K d，i ×K c，i S264, according to the single braking force F of each brake pad friction，i Calculate the comprehensive braking force F total .

7. The rail vehicle anti-rollback control system according to claim 6, characterized in that: Comprehensive braking force F total The calculation formula is: Where N represents the total number of brake pads.

8. The rail vehicle anti-rollback control system according to claim 1, characterized in that: The calculation steps of the brake pressure of each brake pad are as follows: S31. Calculate the gravity component F of each carriage of the rail vehicle according to the slope of each track section. gravity，i , and its calculation formula is: F gravity，i =m i gsin(θ i ) S32, according to the gravity component F gravity，i Calculate the combined gravity component F gravity，all , and its calculation formula is: Where M represents the total number of carriages of rail vehicles; S33, judging the comprehensive braking force F total Is it greater than or equal to the comprehensive gravity component F? gravity，all And less than or equal to the comprehensive track friction F f，all ; If yes, it means that the rail vehicle has not rolled back and the process ends; If not, it means that the rail vehicle has rolled back, and the process goes to step S34; S34, the remaining thickness h sy Less than the limit thickness h jx Mark the brake pads to be replaced as those to be replaced, and mark the other brake pads as normal brake pads; S35, calculate the optimal braking pressure P of each normal brake pad j The value range of S36, at the optimum braking pressure P j Select the optimized brake pressure within the value range.

9. The rail vehicle anti-rollback control system according to claim 8, characterized in that: Optimum brake pressure P j The calculation formula for the value range of is: Where L represents the number of normal brake pads.

10. A control method for implementing the rail vehicle anti-rollback control system according to any one of claims 1 to 9, characterized in that: The following steps are involved: S1, real-time acquisition of ambient temperature, ambient humidity, slope of each track section and the first working record of each friction plate; S2. Calculate the comprehensive track friction F based on the ambient temperature, ambient humidity and the slope of each track section f，all ; S3, calculating the comprehensive braking force F of all brake pads according to the first working record of each friction pad total ; S4, according to the comprehensive track friction F f，all and the combined braking force F total Calculates the optimal brake pressure for each brake pad; S5. Control the hydraulic pressure of the brake pad according to the brake pressure.

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