Train braking method, device and equipment and medium

Abstract

The invention discloses a train braking method, device and equipment and a medium, and belongs to the technical field of rail transit, and the method is applied to a target EBCU of a target compartment on a train. Comprising the following steps: when EBCUs of all carriages in a train normally communicate; the target carriage is any carriage on the train; communicating with other EBCUs except the target EBCU on the train so as to determine the total braking force required by the train and determine the maximum electric braking force which can be exerted by the train; and the braking force needed by the target compartment is determined according to the total braking force needed by the train and the maximum electric braking force which can be exerted by the train, and the braking force needed by the target compartment is readjusted and distributed according to the distance between the target compartment and the train head on the train on the basis of the principle of reducing sliding of the train. By means of the method, the sliding probability of the train in the braking process can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly relates to a braking method, device, equipment and medium for a train. Background Art

[0002] In the prior art, when braking a train, the braking management of the train is mainly carried out with a train as a unit. Please refer to Figure 1 , Figure 1 which is a schematic diagram when braking the train with the whole train as a unit. In Figure 1 , TBM represents the Train Brake Manager, EBCU represents the Electric Brake Control Unit, TCU represents the Traction Control Unit, T1 car and T2 car represent trailers, and M1 car and M2 car represent motor cars. Under the control strategy shown in Figure 1 , a TBM for train-level braking force management is required to manage the braking force of the whole train. In order to avoid the failure of the TBM affecting the braking management of the whole train, a redundant TBM also needs to be set at the head of the train. And, under this braking control strategy, the TBM brakes the train as a whole according to information such as the weight of the whole train and the braking level. However, the braking force of the train has a great correlation with the positions of the individual carriages on the train. Specifically, the maximum available friction between the wheels and the track of the carriage closer to the head of the train is smaller, and the train is more likely to skid under the same conditions. At present, there is no relatively effective solution to this technical problem.

[0003] Therefore, it can be seen that how to provide a better train braking method to reduce the skidding probability of the train during braking is a technical problem that those skilled in the art need to solve urgently. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a braking method, device, equipment and medium for a train to solve the technical problem that the train is prone to skidding during braking in the prior art. The specific solutions are as follows:

[0005] To solve the above technical problem, the present invention provides a braking method for a train, which is applied to the target EBCU of the target carriage on the train; including:

[0006] When the EBCUs of all carriages in the train can communicate normally; the target carriage is any carriage on the train;

[0007] Communicate with other EBCUs on the train except the target EBCU to determine the total braking force required by the train and determine the maximum electric braking force that the train can exert;

[0008] Determine the braking force required by the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and readjust and distribute the braking force required by the target carriage according to the distance between the target carriage and the locomotive of the train on the premise of reducing the occurrence of skidding of the train.

[0009] Preferably, the determination of the total braking force required by the train includes:

[0010] Determine the total braking force required by the train according to the total weight of the train, the braking level of the train, the running speed of the train and a preset mapping relationship; wherein, the preset mapping relationship stores the mapping relationship between the corresponding accelerations of the train at different running speeds.

[0011] Preferably, the determination of the maximum electric braking force that the train can exert includes:

[0012] Determine the maximum electric braking force that the train can exert according to the electric braking capabilities fed back by the traction control units on all the powered cars in the train.

[0013] Preferably, the determination of the braking force required by the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and readjusting and distributing the braking force required by the target carriage according to the distance between the target carriage and the locomotive of the train on the premise of reducing the occurrence of skidding of the train includes:

[0014] Determine the electric braking force required by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage;

[0015] If the maximum electric braking force that the train can exert is greater than or equal to the total braking force required by the train, it is determined that the maximum electric braking force that the train can exert can meet the total braking force required by the train;

[0016] On the premise of reducing the occurrence of skidding of the train, readjust and distribute the electric braking force required by the target carriage according to the distance between the target carriage and the locomotive of the train on the train.

[0017] Preferably, after determining the electric braking force required by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage, it further includes:

[0018] If the maximum electric braking force that the train can exert is less than the total braking force required by the train, it is determined that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train;

[0019] Determine the total air braking force required by the train according to the difference between the total braking force required by the train and the maximum electric braking force that the train can exert;

[0020] Determine the air braking force required by the target carriage according to the total air braking force required by the train and the air braking capabilities of each carriage on the train;

[0021] Taking the principle of reducing the train from skidding, adjust the electric braking force required by the target carriage and the air braking force required by the target carriage according to the distance between the target carriage and the locomotive on the train.

[0022] Preferably, it further includes:

[0023] When the communication function of the target EBCU fails, the target carriage is removed from the train, so that the other EBCUs on the train except the target EBCU determine the braking forces required by each carriage on the train according to the total braking force required by the train and the maximum electric braking force that the train can exert, and taking the principle of reducing the train from skidding, readjust and distribute the braking forces required by each carriage according to the distance between each carriage and the locomotive on the train;

[0024] Determine the braking force that the target carriage needs to output according to the braking level of the train and the motion information and attribute information of the target carriage, and output the corresponding air braking force according to the braking force that the target carriage needs to output.

[0025] Preferably, it further includes:

[0026] When the communication function of the target EBCU is normal, but the target EBCU does not have air braking capability, it is determined that the air braking capability of the target EBCU is zero, and continue to execute the step of determining the braking force required by the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and taking the principle of reducing the train from skidding, readjust and distribute the braking force required by the target carriage according to the distance between the target carriage and the locomotive on the train.

[0027] Preferably, the braking force required for the target carriage is determined based on the total braking force required for the train and the maximum electric braking force that the train can exert, and the braking force required for the target carriage is readjusted and redistributed according to the distance between the target carriage and the front of the train on the premise of reducing the occurrence of train skidding, including:

[0028] If the maximum electric braking force that the train can exert is less than the total braking force required for the train, it is determined that the maximum electric braking force that the train can exert cannot meet the total braking force required for the train;

[0029] The total air braking force required for the train is determined according to the difference between the total braking force required for the train and the maximum electric braking force that the train can exert;

[0030] According to the total air braking force required for the train and the air braking capabilities of each carriage on the train, the air braking forces required for each carriage other than the target carriage on the train are determined, so that other EBCUs on the train other than the target EBCU readjust and redistribute the electric braking force and the air braking force required for each carriage according to the distance between each carriage on the train and the front of the train on the premise of reducing the occurrence of train skidding.

[0031] To solve the above technical problems, the present invention also provides a braking device for a train, which is applied to the target EBCU of the target carriage on the train; including:

[0032] A condition trigger module, configured to when the EBCUs of all carriages in the train are in normal communication; the target carriage is any carriage on the train;

[0033] A data interaction module, configured to communicate with other EBCUs on the train other than the target EBCU to determine the total braking force required for the train and determine the maximum electric braking force that the train can exert;

[0034] A braking force adjustment module, configured to determine the braking force required for the target carriage according to the total braking force required for the train and the maximum electric braking force that the train can exert, and readjust and redistribute the braking force required for the target carriage according to the distance between the target carriage and the front of the train on the premise of reducing the occurrence of train skidding.

[0035] To solve the above technical problems, the present invention also provides a braking device for a train, including:

[0036] A memory, configured to store a computer program;

[0037] A processor, which is configured to implement the steps of a braking method for a train as disclosed above when executing the computer program.

[0038] To solve the above technical problems, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of a braking method for a train as disclosed above.

[0039] Beneficial effects: In the braking method for a train provided by the present invention, when all the EBCUs in the train can communicate normally, the target EBCU first communicates with other EBCUs on the train except the target EBCU to determine the total braking force required by the train and the maximum electric braking force that the train can exert. Then, based on the total braking force required by the train and the maximum electric braking force that the train can exert, the braking force required by the target carriage is determined, and with the principle of reducing the occurrence of train skidding, the braking force required by the target carriage is re-adjusted and re-distributed according to the distance between the target carriage and the locomotive of the train. Compared with the prior art, through this braking method, it is equivalent to re-distributing and re-adjusting the braking force required by each carriage according to the distance between each carriage and the locomotive of the train, that is, performing a secondary distribution of the braking force required by each carriage according to the distance between each carriage and the locomotive of the train. In this way, the braking force required by the carriages far from the locomotive can be increased, and the braking force required by the carriages close to the locomotive can be reduced, thereby significantly reducing the probability of skidding during the braking process of the train.

[0040] Correspondingly, a braking device, equipment and medium for a train provided by the present invention also have the above beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the provided drawings.

[0042] Figure 1 It is a schematic diagram when braking the train as a whole unit;

[0043] Figure 2 It is a flowchart of a braking method for a train provided by an embodiment of the present invention;

[0044] Figure 3 It is a schematic diagram of data interaction when the target EBCU communicates with other EBCUs on the train;

[0045] Figure 4 Schematic diagram when a train is braked with a motor car and a trailer as a braking unit

[0046] Figure 5 Structural diagram of a braking device for a train provided by an embodiment of the present invention

[0047] Figure 6 Structural diagram of a braking equipment for a train provided by an embodiment of the present invention Detailed implementation manners

[0048] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention

[0049] Please refer to Figure 2 , Figure 2 Flowchart of a braking method for a train provided by an embodiment of the present invention. The method includes

[0050] Step S11: When the EBCUs of all carriages in the train can communicate normally; the target carriage is any carriage on the train

[0051] Step S12: Communicate with the other EBCUs on the train except the target EBCU to determine the total braking force required by the train and the maximum electric braking force that the train can exert

[0052] Step S13: Determine the braking force required by the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and readjust and distribute the braking force required by the target carriage according to the distance between the target carriage and the locomotive on the train on the principle of reducing the occurrence of train skidding

[0053] In this embodiment, a braking method for a train is provided. By using this method, the skidding probability of the train during driving can be significantly reduced. This method is specifically described with the target EBCU of the target carriage on the train as the execution subject. Among them, the target carriage is any carriage on the train, and the target EBCU is the EBCU on the target carriage

[0054] When the EBCUs of all carriages in the train can communicate normally, the target EBCU will communicate with the other EBCUs on the train except the target EBCU, and determine the total braking force required by the train and the maximum electric braking force that the train can exert according to the communication results

[0055] It should be noted that all the motor cars and trailers on the train are equipped with EBCUs, and the EBCUs on each carriage are connected via Ethernet or other networks. Moreover, each EBCU on the train can calculate the body weight, electric braking force, and air braking force of the current carriage. Therefore, after the target EBCU communicates with other EBCUs on the train, it can determine the above-mentioned information corresponding to each EBCU on other carriages. In other words, when the target EBCU communicates with other EBCUs on the train except the target EBCU, it can determine the total braking force required by the train and the maximum electric braking force that the train can exert.

[0056] In addition, each EBCU on the train is also connected to the controller in the driver's cab via hardwiring. When the controller sends a braking command to the train's network system or EBCU via hardwiring, in addition to directly sending the braking command to each EBCU on the train, the train's network system also forwards the braking command sent by the controller to each EBCU on the train, and achieves the purpose of braking the train through this method.

[0057] After the target EBCU determines the total braking force required by the train and the maximum electric braking force that the train can exert, it will compare the total braking force required by the train and the maximum electric braking force that the train can exert, and determine the braking force required by the target carriage according to the comparison result.

[0058] According to the actual operation law of the train, the braking force required for each carriage in the train is not equal. Instead, for the carriages closer to the front of the train, the maximum available friction force (i.e., the so-called adhesion coefficient limit) between the wheels and the track is smaller, and wheel sliding is more likely to occur under the same operating conditions, which will cause an extension of the train's braking distance.

[0059] In this application, to avoid the above situation, after the target EBCU determines the braking force required by the target carriage, it will take the principle of reducing train sliding as the principle, and readjust and distribute the braking force required by the target carriage according to the distance between the target carriage and the front of the train.

[0060] Specifically, if there are a total of 4 carriages on the train except the front of the train, and these 4 carriages are carriage 1, carriage 2, carriage 3, and carriage 4 respectively, where carriage 1, carriage 2, carriage 3, and carriage 4 are connected in sequence behind the front of the train. Assuming that after all the EBCUs on the train communicate, it is determined that the braking forces required for carriage 1, carriage 2, carriage 3, and carriage 4 are 、 、 and If the carriages are sorted according to their distances from the locomotive, then carriage 4 > carriage 3 > carriage 2 > carriage 1. In this case, the braking forces required for each carriage can be redistributed and adjusted according to the distances of carriage 1, carriage 2, carriage 3, and carriage 4 from the locomotive respectively. For example, the braking force required to be output by carriage 1 is , the braking force required to be output by carriage 2 is , the braking force required to be output by carriage 3 is , and the braking force required to be output by carriage 4 is to perform secondary distribution of the braking forces required for each carriage, and thereby reduce the probability of the train skidding.

[0061] In addition, it should be noted that in the train braking method provided in this embodiment, there is no need to set a redundant TBM on the locomotive of the train. The EBCU on each carriage of the train can control the braking of the train, thereby greatly improving the safety and reliability of the train during braking.

[0062] Compared with the prior art, through this braking method, it is equivalent to redistributing and adjusting the braking forces required for each carriage according to the distances between each carriage and the locomotive on the train. That is, the braking forces required for each carriage are redistributed according to the distances between each carriage and the locomotive on the train. In this way, the braking forces required for the carriages far from the locomotive can be increased, and the braking forces required for the carriages close to the locomotive can be reduced, thereby significantly reducing the probability of the train skidding during braking.

[0063] Based on the above embodiments, this embodiment further illustrates and optimizes the technical solution. As a preferred implementation manner, the above step: determining the total braking force required for the train includes:

[0064] Determining the total braking force required for the train according to the total weight of the train, the braking level of the train, the running speed of the train, and a preset mapping relationship; wherein, the preset mapping relationship stores the mapping relationship between the accelerations corresponding to different running speeds of the train.

[0065] According to the safety operation requirements of the train, the accelerations corresponding to different running speeds of the train are fixed. Therefore, according to the accelerations corresponding to different running speeds of the train, a preset mapping relationship can be created. At the same time, according to Newton's second law, when an object has a certain acceleration and mass, the force acting on the object is certain. Therefore, after creating the preset mapping relationship, the total braking force required for the train can be determined according to the acceleration in the preset mapping relationship and in combination with the total weight of the train.

[0066] Since each EBCU on the train can know the weight and running speed of its own carriage, after the target carriage communicates with other EBCUs on the train except the target EBCU, it can determine the total weight of the train and the running speed of the train. At this time, according to the total weight of the train, the braking level of the train, the running speed of the train and the preset mapping relationship, the total braking force required by the train can be determined.

[0067] Please refer to Figure 3 , Figure 3 which is a schematic diagram of data interaction when the target EBCU communicates with other EBCUs on the train. When the target EBCU communicates with other EBCUs, the target EBCU will obtain the body weight, the electric braking ability and the air braking ability that can be exerted by other EBCUs in real time. And after the target EBCU summarizes this information, it can determine the total weight of the train. Since the target EBCU is also connected to the controller through a hard wire, the target EBCU can also obtain the braking level of the train and the running speed of the train.

[0068] After the target EBCU obtains the total weight of the train, the braking level of the train, and the running speed of the train, it can determine the total braking force required by the train according to the total weight of the train, the braking level of the train, the running speed of the train and the preset mapping relationship. In this process, the target EBCU will also output the corresponding electric braking force and air braking force according to the calculation result. If the carriage where the target EBCU is located is a motor car, then the target EBCU will send the electric braking force it needs to output to the TCU connected to this carriage. If the carriage where the target EBCU is located is a trailer, then the target EBCU will send the electric braking force it needs to output to the TCU corresponding to this trailer. At the same time, the TCU will also feedback the actual electric braking force feedback value output by it to the target EBCU.

[0069] Obviously, through the technical solution provided by this embodiment, the total braking force required by the train can be accurately calculated.

[0070] Based on the above embodiment, this embodiment further explains and optimizes the technical solution. As a preferred implementation manner, the above step: determining the maximum electric braking force that the train can exert includes:

[0071] Determining the maximum electric braking force that the train can exert according to the electric braking capabilities feedback by the traction control units on all the motor cars in the train.

[0072] Since all the electric braking forces of the train are provided by the traction control units on its motor cars, after the target EBCU communicates with other EBCUs on the train except the target EBCU, it can determine the electric braking forces that the traction control units corresponding to all the motor cars on the train can provide. At this time, the target EBCU sums up the electric braking forces fed back by the traction control units on all the motor cars in the train, and then can determine the maximum electric braking force that the train can exert.

[0073] Obviously, through the technical solution provided by this embodiment, the maximum electric braking force that the train can exert can be accurately determined.

[0074] Based on the above embodiment, this embodiment further explains and optimizes the technical solution. As a preferred implementation manner, the above steps: determining the braking force required by the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and re-adjusting and distributing the braking force required by the target carriage according to the distance between the target carriage and the train head, including:

[0075] Determining the electric braking force required by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage;

[0076] If the maximum electric braking force that the train can exert is greater than or equal to the total braking force required by the train, it is determined that the maximum electric braking force that the train can exert can meet the total braking force required by the train;

[0077] Taking the principle of reducing train skidding, re-adjusting and distributing the electric braking force required by the target carriage according to the distance between the target carriage and the train head.

[0078] In this embodiment, the process of the braking force that the target EBCU needs to output is specifically described. When determining the braking force it needs to output, the target EBCU first determines the electric braking force required by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage. Among them, the motion information of the target carriage refers to the running speed and running direction of the target carriage, and the attribute information of the target carriage refers to the weight information and load information of the target carriage.

[0079] After the target EBCU determines the electric braking force required for the target carriage, it will compare and judge the magnitude relationship between the maximum electric braking force that the train can exert and the total braking force required by the train. If the maximum electric braking force that the train can exert is greater than or equal to the total braking force required by the train, it means that the maximum electric braking force that the train can exert can meet the total braking force required by the train, and there is no need for each carriage on the train to provide additional air braking force. At this time, the target EBCU can adjust and distribute the electric braking force required for the target carriage again based on the principle of reducing train skidding and according to the distance between the target carriage and the locomotive on the train.

[0080] It should be noted that in practical applications, after the target EBCU determines the electric braking force required for the target carriage, it will feedback the electric braking force required for the target carriage to the traction control unit (TCU) on the target carriage, so that the traction control unit can output the electric braking force required for the target carriage. Moreover, after the traction control unit receives the request to output the electric braking force sent by the target carriage, it will also feedback the actual output electric braking force to the target EBCU.

[0081] As a preferred implementation manner, after the above step: determining the electric braking force required for the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage, it further includes:

[0082] If the maximum electric braking force that the train can exert is less than the total braking force required by the train, it is determined that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train;

[0083] Determine the total air braking force required by the train according to the difference between the total braking force required by the train and the maximum electric braking force that the train can exert;

[0084] Determine the air braking force required for the target carriage according to the total air braking force required by the train and the air braking capabilities of each carriage on the train;

[0085] Based on the principle of reducing train skidding, adjust the electric braking force required for the target carriage and the air braking force required for the target carriage according to the distance between the target carriage and the locomotive on the train.

[0086] In this embodiment, if the maximum electric braking force that the train can exert is less than the total braking force required by the train, it means that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train, and each carriage on the train still needs to supplement a certain amount of air braking force.

[0087] In this case, the target EBCU will determine the total air braking force required for the train based on the difference between the total braking force required for the train and the maximum electric braking force that the train can exert; then, it will further determine the air braking force required for the target carriage based on the total air braking force required for the train and the air braking capabilities of each carriage on the train.

[0088] Since the air braking forces that can be provided by each carriage on the train may vary, in actual applications, the target EBCU will determine the air braking force required for the target carriage based on the total air braking force required for the train and the air braking capabilities of each carriage on the train.

[0089] Suppose there are 4 carriages on the train, namely carriage 1, carriage 2, carriage 3, and carriage 4, and the air braking capabilities corresponding to carriage 1, carriage 2, carriage 3, and carriage 4 are respectively 、 、 and , while the total air braking force required for the train is , then the air braking forces that each carriage needs to output are as follows:

[0090] The air braking force that carriage 1 needs to output is: ;

[0091] The air braking force that carriage 2 needs to output is: ;

[0092] The air braking force that carriage 3 needs to output is: ;

[0093] The air braking force that carriage 4 needs to output is: .

[0094] After the target EBCU determines the air braking force required for the target carriage, the target carriage can adjust the electric braking force and the air braking force required for the target carriage based on the principle of reducing the occurrence of train skidding and according to the distance between the target carriage and the locomotive on the train.

[0095] Specifically, if there are a total of 4 carriages on the train excluding the locomotive, namely carriage 1, carriage 2, carriage 3, and carriage 4, and the locomotive is followed by carriage 1, carriage 2, carriage 3, and carriage 4 in sequence. Suppose after all the EBCUs on the train communicate, it is determined that the electric braking forces required for carriage 1, carriage 2, carriage 3, and carriage 4 are respectively 、 、 and , while determining that the air braking forces required for carriages 1, 2, 3, and 4 are respectively , , and . If the carriages are sorted according to the distance from the front of the train, then carriage 4 > carriage 3 > carriage 2 > carriage 1. In this case, the braking forces required for each carriage can be redistributed and adjusted according to the distances of carriages 1, 2, 3, and 4 from the front of the train respectively. For example: the braking force required to be output by carriage 1 is , the braking force required to be output by carriage 2 is , the braking force required to be output by carriage 3 is and the braking force required to be output by carriage 4 is to perform secondary distribution of the braking forces required for each carriage, and thereby reduce the probability of the train skidding.

[0096] Obviously, through the technical solution provided in this embodiment, the braking forces required for each carriage on the train can be redistributed and adjusted under different application scenarios, and thereby the probability of skidding can be significantly reduced.

[0097] Based on the above embodiment, this embodiment further explains and optimizes the technical solution. As a preferred implementation manner, the braking method of the above train further includes:

[0098] When the communication function of the target EBCU fails, the target carriage is removed from the train, so that the other EBCUs on the train except the target EBCU determine the braking forces required for each carriage on the train according to the total braking force required for the train and the maximum electric braking force that the train can exert, and based on the principle of reducing train skidding, readjust and redistribute the braking forces required for each carriage according to the distances between each carriage and the front of the train on the train;

[0099] Determine the braking force required to be output by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage, and output the corresponding air braking force according to the braking force required to be output by the target carriage.

[0100] In this embodiment, when the communication function of the target EBCU fails, it means that the target EBCU can neither collect the operation data corresponding to other carriages on the train nor send data to the EBCUs on other carriages of the train. At this time, the target EBCU can only receive the braking instruction sent by the controller through a hard wire. In this case, the target carriage can be removed from the train, so that the other EBCUs on the train except the target EBCU can determine the braking force required for each carriage on the train according to the total braking force required by the train and the maximum electric braking force that the train can exert, and can readjust and distribute the braking force required for each carriage according to the distance between each carriage and the locomotive of the train on the premise of reducing the train from skidding. In other words, after the target EBCU is removed from the train, the target EBCU will not participate in the braking force distribution of the whole train. At this time, the other EBCUs on the train except the target EBCU will redistribute and adjust the braking force that they themselves need to output according to the control logic executed by the aforementioned target EBCU.

[0101] When the communication function of the target EBCU fails, since the target EBCU can only receive the braking instruction sent by the controller through a hard wire, the carriage where the target EBCU is located has no electric braking ability. In this case, the target EBCU can only determine the braking force required for the target carriage according to the braking level of the train sent by the controller and in combination with the motion information and attribute information of the target carriage, and output the corresponding air braking force according to the braking force required for the target carriage. It should be noted that the motion information of the target carriage refers to the running speed and running direction of the target carriage, and the attribute information of the target carriage refers to the weight information and load information of the target carriage.

[0102] Specifically, assume that there are 4 carriages in total on the train, and these 4 carriages are carriage 1, carriage 2, carriage 3, and carriage 4 respectively. If the communication function of carriage 1 is abnormal, carriage 1 can be removed from the train at this time, and only the train system composed of carriage 2, carriage 3, and carriage 4 remains. In this case, carriage 2, carriage 3, and carriage 4 can readjust and distribute the braking force required for their own carriages according to the distance between their own carriages and the locomotive of the train according to the control logic executed by the previous target carriage, so as to reduce the probability of the train from skidding. And carriage 1 can determine the braking force that carriage 1 needs to output according to the braking level of the train sent by the controller and in combination with the motion information and attribute information of carriage 1, and output the corresponding air braking force according to the braking force that carriage 1 needs to output.

[0103] Obviously, through the technical solution provided by this embodiment, even when the communication function of the target EBCU fails, the whole train can execute the corresponding braking strategy, thus ensuring the safe and stable operation of the train.

[0104] In practical applications, the train sometimes brakes and controls the train with a motor car and a trailer as a unit. Please refer to Figure 4 , Figure 4 which is a schematic diagram when braking the train with a motor car and a trailer as a braking unit. In Figure 4 , EBCU represents the electric braking control unit, TCU represents the traction control unit, T1 car and T2 car represent trailers, while M1 car and M2 car represent motor cars. T1 car and M1 car represent a braking unit, and T2 and M2 car represent another braking unit. When an abnormality occurs in the traction control unit of any motor car on the train, it will cause the two carriages in this braking unit to only apply air brakes. Even if there is surplus electric braking force in another braking unit, it cannot make up for the braking force required by the abnormal braking unit. In this setting method, not only will the braking wear of the train increase, but it is also not conducive to the full exertion of the electric braking force on the train. In addition, in this braking method, the EBCUs on the motor cars and trailers in each braking unit also need to communicate through hard wires, which also greatly increases the wiring quantity on the train.

[0105] To solve the above technical problem, the embodiment of the present invention also provides another braking method for the train. That is, the above braking method for the train further includes:

[0106] When the communication function of the target EBCU is normal, but the target EBCU does not have the air braking ability, it is determined that the air braking ability of the target EBCU is zero, and the steps of determining the braking force required for the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and readjusting and distributing the braking force required for the target carriage according to the distance between the target carriage and the train head to reduce the occurrence of train skidding are continued.

[0107] In this embodiment, if the communication function of the target EBCU is normal, but the target EBCU does not have the air braking ability, it means that the brake valve on the carriage where the target EBCU is located has failed and does not have the air braking ability. However, the electronic board cards and sensors on the carriage where the target EBCU is located can still work normally, the target EBCU can still communicate normally with the EBCUs in other carriages on the train, and can also output electric braking force normally.

[0108] In this case, the air braking ability of the target EBCU can be determined to be zero, and the steps of determining the braking force required for the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and at the same time, readjusting and distributing the braking force required for the target carriage according to the distance between the target carriage and the train head to reduce the occurrence of train skidding can be continued.

[0109] Through this setting method, the redundant braking force can be exerted by other non-faulty EBCUs, thus making up for the loss of the air braking force that cannot be exerted by the faulty EBCU. As a result, the electric braking force on the train can be fully exerted. In addition, in this braking mode, the EBCUs on the motor cars and trailers in each braking unit do not need to communicate through hard wires, which can also reduce the wiring quantity on the train.

[0110] As a preferred implementation manner, the above steps: determining the braking force required for the target carriage according to the total braking force required for the train and the maximum electric braking force that the train can exert, and re-adjusting and distributing the braking force required for the target carriage according to the distance between the target carriage and the train head on the train on the principle of reducing the occurrence of train skidding, including:

[0111] If the maximum electric braking force that the train can exert is less than the total braking force required for the train, it is determined that the maximum electric braking force that the train can exert cannot meet the total braking force required for the train;

[0112] Determining the total air braking force required for the train according to the difference between the total braking force required for the train and the maximum electric braking force that the train can exert;

[0113] Determining the air braking force required for each carriage other than the target carriage on the train according to the total air braking force required for the train and the air braking capabilities of each carriage on the train, so that the other EBCUs on the train except the target EBCU re-adjust and distribute the electric braking force required for each carriage and the air braking force required for each carriage according to the distance between each carriage on the train and the train head on the train on the principle of reducing the occurrence of train skidding.

[0114] In this embodiment, the control logic executed when the target EBCU does not have air braking ability but its communication function is still in normal operation is specifically described. When the communication function of the target EBCU is normal but it does not have air braking ability, first, the magnitude relationship between the maximum electric braking force that the train can exert and the total braking force required for the train is judged. If the maximum electric braking force that the train can exert is greater than or equal to the total braking force required for the train, it means that the maximum electric braking force that the train can exert can meet the total braking force required for the train. In this case, it is not necessary for each carriage on the train to provide additional air braking force. In this situation, the target EBCU can re-adjust and distribute the electric braking force required for the target carriage on the principle of reducing the occurrence of train skidding and according to the distance between the target carriage and the train head on the train.

[0115] If the maximum electric braking force that the train can exert is less than the total braking force required by the train, it means that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train. At this time, it is necessary to determine the total air braking force required by the train according to the difference between the total braking force required by the train and the maximum electric braking force that the train can exert; then, according to the total air braking force required by the train and the air braking capabilities of each carriage on the train, determine the air braking force required by each carriage other than the target carriage on the train, so that the other EBCUs on the train except the target EBCU can, based on the principle of reducing train skidding, readjust and distribute the electric braking force and the air braking force required by each carriage according to the distance between each carriage on the train and the locomotive of the train.

[0116] Specifically, if there are a total of 4 carriages on the train except the locomotive, and these 4 carriages are carriage 1, carriage 2, carriage 3, and carriage 4 respectively, where carriage 1, carriage 2, carriage 3, and carriage 4 are connected in sequence behind the locomotive. Assuming that after all the EBCUs on the train communicate, it is determined that the electric braking forces required to be output by carriage 1, carriage 2, carriage 3, and carriage 4 are 、 、 and respectively, and at the same time, it is determined that the air braking capabilities corresponding to carriage 2, carriage 3, and carriage 4 are 0, 、 and respectively, and the total air braking force required to be output by the train is , then the air braking forces output by each carriage are as follows:

[0117] The air braking force output by carriage 1 is: 0;

[0118] The air braking force required to be output by carriage 2 is: ;

[0119] The air braking force required to be output by carriage 3 is: ;

[0120] The air braking force required to be output by carriage 4 is: .

[0121] If the carriages are sorted according to the distance from the locomotive, then carriage 4 > carriage 3 > carriage 2 > carriage 1. In this case, the braking forces required by each carriage can be redistributed and readjusted according to the distances of carriage 1, carriage 2, carriage 3, and carriage 4 from the locomotive respectively. For example: the braking force required to be output by carriage 1 is 、the braking force required to be output by carriage 2 is , the braking force required to be output by carriage 3 is and the braking force required to be output by carriage 4 is to perform secondary distribution on the braking force required for each carriage, and thereby reduce the probability of the train skidding.

[0122] Obviously, through the technical solution provided by this embodiment, not only can the electric braking ability of the train be fully exerted and the brake pad wear be reduced in the case of an abnormality in the EBCU, but also the probability of the train skidding can be reduced.

[0123] Please refer to Figure 5 , Figure 5 , which is a structural diagram of a braking device for a train provided by an embodiment of the present invention. This device is applied to the target EBCU of the target carriage on the train; it includes:

[0124] A condition trigger module 21, configured to when the EBCUs of all carriages in the train are in normal communication; the target carriage is any carriage on the train;

[0125] A data interaction module 22, configured to communicate with other EBCUs on the train except the target EBCU to determine the total braking force required for the train and determine the maximum electric braking force that the train can exert;

[0126] A braking force adjustment module 23, configured to determine the braking force required for the target carriage according to the total braking force required for the train and the maximum electric braking force that the train can exert, and re-adjust and distribute the braking force required for the target carriage according to the distance between the target carriage and the locomotive on the train on the principle of reducing the train from skidding.

[0127] Preferably, the data interaction module 22 includes:

[0128] A total braking force determination unit, configured to determine the total braking force required for the train according to the total weight of the train, the braking level of the train, the running speed of the train, and a preset mapping relationship; wherein, the preset mapping relationship stores the mapping relationship between the corresponding accelerations of the train at different running speeds.

[0129] Preferably, the data interaction module 22 includes:

[0130] A maximum electric braking force determination unit, configured to determine the maximum electric braking force that the train can exert according to the electric braking capabilities feedback by the traction control units on all the motor cars in the train.

[0131] Preferably, the braking force adjustment module 23 includes:

[0132] An electric braking force determination unit, configured to determine the required electric braking force of the target carriage according to the braking level of the train, as well as the motion information and attribute information of the target carriage;

[0133] A first determination unit, configured to determine that the maximum electric braking force that the train can exert can meet the total braking force required by the train if the maximum electric braking force that the train can exert is greater than or equal to the total braking force required by the train;

[0134] A first adjustment unit, configured to re-adjust and distribute the required electric braking force of the target carriage according to the distance between the target carriage and the front of the train on the premise of reducing the occurrence of skidding of the train.

[0135] Preferably, it further includes:

[0136] A second determination unit, configured to determine that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train if the maximum electric braking force that the train can exert is less than the total braking force required by the train after determining the required electric braking force of the target carriage according to the braking level of the train, as well as the motion information and attribute information of the target carriage;

[0137] A total air braking force determination unit, configured to determine the total air braking force required by the train according to the difference between the total braking force required by the train and the maximum electric braking force that the train can exert;

[0138] An air braking force determination unit, configured to determine the required air braking force of the target carriage according to the total air braking force required by the train and the air braking capabilities of each carriage on the train;

[0139] A second adjustment unit, configured to adjust the required electric braking force and the required air braking force of the target carriage according to the distance between the target carriage and the front of the train on the premise of reducing the occurrence of skidding of the train.

[0140] Preferably, it further includes:

[0141] A carriage exclusion module, configured to exclude the target carriage from the train when the communication function of the target EBCU fails, so that the other EBCUs on the train except the target EBCU determine the required braking forces of each carriage on the train according to the total braking force required by the train and the maximum electric braking force that the train can exert, and re-adjust and distribute the required braking forces of each carriage according to the distances between each carriage and the front of the train on the premise of reducing the occurrence of skidding of the train;

[0142] An air braking force output unit is configured to determine the braking force required for the target carriage according to the braking level of the train, as well as the motion information and attribute information of the target carriage, and output a corresponding air braking force according to the braking force required for the target carriage.

[0143] Preferably, it further includes:

[0144] A function isolation module is configured to, when the communication function of the target EBCU is normal but the target EBCU does not have the air braking ability, determine that the air braking ability of the target EBCU is zero, and continue to execute the step of determining the braking force required for the target carriage according to the total braking force required for the train and the maximum electric braking force that the train can exert, and readjust and distribute the braking force required for the target carriage according to the distance between the target carriage and the locomotive of the train on the premise of reducing the occurrence of train skidding.

[0145] Preferably, the function isolation module includes:

[0146] A third determination unit is configured to, if the maximum electric braking force that the train can exert is less than the total braking force required for the train, determine that the maximum electric braking force that the train can exert cannot meet the total braking force required for the train;

[0147] A difference calculation unit is configured to determine the total air braking force required for the train according to the difference between the total braking force required for the train and the maximum electric braking force that the train can exert;

[0148] A braking force distribution unit is configured to determine the air braking force required for each carriage other than the target carriage on the train according to the total air braking force required for the train and the air braking ability of each carriage on the train, so that other EBCUs on the train other than the target EBCU readjust and distribute the electric braking force and the air braking force required for each carriage according to the distance between each carriage on the train and the locomotive of the train on the premise of reducing the occurrence of train skidding.

[0149] The braking device of a train provided by an embodiment of the present invention has the beneficial effects of the braking method of a train disclosed above.

[0150] Please refer to Figure 6 , Figure 6 which is a structural diagram of a braking device of a train provided by an embodiment of the present invention. The device includes:

[0151] A memory 31 for storing a computer program;

[0152] A processor 32, which is configured to implement the steps of a braking method for a train as disclosed above when executing the computer program.

[0153] A braking device for a train provided by an embodiment of the present invention has the beneficial effects of a braking method for a train as disclosed above.

[0154] Correspondingly, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of a braking method for a train as disclosed above.

[0155] A computer-readable storage medium provided by an embodiment of the present invention has the beneficial effects of a braking method for a train as disclosed above.

[0156] In the present specification, the various embodiments are described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. The same or similar parts among the embodiments can be referred to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and the relevant parts can be referred to the descriptions in the method part.

[0157] Finally, it should be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0158] The above has introduced in detail a braking method, device, equipment and medium for a train provided by the present invention. Specific examples are used in this text to elaborate on the principle and implementation manner of the present invention. The descriptions of the above embodiments are only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A train braking method, characterized in that: The target EBCU applied to the target car on the train; including: When the EBCUs of all carriages in the train are communicating normally; the target carriage is any carriage on the train; communicating with other EBCUs on the train except the target EBCU to determine the total braking force required by the train and the maximum electric braking force that the train can exert; The braking force required by the target car is determined based on the total braking force required by the train and the maximum electric braking force that the train can exert. Based on the principle of reducing the slipping behavior of the train, the braking force required by the target car is readjusted and allocated according to the distance between the target car and the front of the train.

2. A train braking method according to claim 1, characterized in that: The determining of the total braking force required by the train comprises: The total braking force required by the train is determined according to the total weight of the train, the braking level of the train, the running speed of the train and a preset mapping relationship; wherein the preset mapping relationship stores a mapping relationship between the accelerations corresponding to the train at different running speeds.

3. A train braking method according to claim 1, characterized in that: The determining of the maximum electric braking force that the train can exert comprises: The maximum electric braking force that the train can exert is determined according to the electric braking capabilities fed back by the traction control units on all the motor vehicles in the train.

4. A train braking method according to claim 1, characterized in that: The method of determining the braking force required by the target carriage according to the total braking force required by the train and the maximum electric braking force that the train can exert, and re-adjusting and allocating the braking force required by the target carriage according to the distance between the target carriage and the locomotive on the train based on the principle of reducing the slipping behavior of the train, includes: Determining the electric braking force required by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage; If the maximum electric braking force that the train can exert is greater than or equal to the total braking force required by the train, then it is determined that the maximum electric braking force that the train can exert can meet the total braking force required by the train; Based on the principle of reducing the slipping behavior of the train, the electric braking force required by the target carriage is readjusted and distributed according to the distance between the target carriage and the locomotive on the train.

5. A train braking method according to claim 4, characterized in that: After determining the electric braking force required by the target carriage according to the braking level of the train and the motion information and attribute information of the target carriage, the method further includes: If the maximum electric braking force that the train can exert is less than the total braking force required by the train, it is determined that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train; Determining the total air braking force required by the train according to the difference between the total braking force required by the train and the maximum electric braking force that the train can exert; Determining the air braking force required by the target carriage according to the total air braking force required by the train and the air braking capacity of each carriage on the train; Based on the principle of reducing the sliding behavior of the train, the electric braking force required by the target car and the air braking force required by the target car are adjusted according to the distance between the target car and the front of the train.

6. A train braking method according to claim 1, characterized in that: Also includes: When the communication function of the target EBCU fails, the target car is removed from the train, so that the other EBCUs on the train except the target EBCU determine the braking force required by each car on the train according to the total braking force required by the train and the maximum electric braking force that the train can exert, and readjust and distribute the braking force required by each car according to the distance between each car and the locomotive on the train in accordance with the principle of reducing the slipping behavior of the train; The braking force required to be output by the target car is determined according to the braking level of the train and the motion information and attribute information of the target car, and the corresponding air braking force is output according to the braking force required to be output by the target car.

7. A train braking method according to claim 1, characterized in that: Also includes: When the communication function of the target EBCU is normal but the target EBCU does not have air braking capability, it is determined that the air braking capability of the target EBCU is zero, and the steps of determining the braking force required by the target car based on the total braking force required by the train and the maximum electric braking force that the train can exert are continued, and the braking force required by the target car is readjusted and allocated according to the distance between the target car and the front of the train based on the principle of reducing the slipping behavior of the train.

8. A train braking method according to claim 7, characterized in that: The method of determining the braking force required by the target car according to the total braking force required by the train and the maximum electric braking force that the train can exert, and re-adjusting and allocating the braking force required by the target car according to the distance between the target car and the locomotive on the train based on the principle of reducing the slipping behavior of the train, includes: If the maximum electric braking force that the train can exert is less than the total braking force required by the train, it is determined that the maximum electric braking force that the train can exert cannot meet the total braking force required by the train; Determining the total air braking force required by the train according to the difference between the total braking force required by the train and the maximum electric braking force that the train can exert; The air braking force required by each car on the train except the target car is determined based on the total air braking force required by the train and the air braking capacity of each car on the train, so as to reduce the slipping behavior of the train by using the other EBCUs on the train except the target EBCU. The electric braking force required by each car and the air braking force required by each car are readjusted and distributed based on the distance between each car on the train and the locomotive on the train.

9. A train braking device, characterized in that: The target EBCU applied to the target car on the train; including: A conditional trigger module, used when the EBCUs of all carriages in the train are communicating normally; the target carriage is any carriage on the train; A data interaction module, used for communicating with other EBCUs on the train except the target EBCU, so as to determine the total braking force required by the train and the maximum electric braking force that the train can exert; The braking force adjustment module is used to determine the braking force required by the target car based on the total braking force required by the train and the maximum electric braking force that the train can exert, and to readjust and distribute the braking force required by the target car based on the distance between the target car and the front of the train in order to reduce the slipping behavior of the train.

10. A train braking device, characterized in that: include: Memory for storing computer programs; A processor, used to implement the steps of a train braking method as described in any one of claims 1 to 8 when executing the computer program.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of a train braking method as described in any one of claims 1 to 8 are implemented.

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