Train cleaning braking control method, system and equipment and storage medium

Abstract

The invention discloses a train clean braking control method, system and device and a storage medium, and the control method comprises the steps: when a train is started, calculating clean braking termination energy according to the time difference between the current time and the last clean braking completion time and historical climate data of the current month; acquiring a train load, a train speed and a braking instruction; when the train load meets the first load triggering condition, the train speed is larger than or equal to the cleaning braking starting allowable speed, the braking instruction is effective, and the train is in a non-automatic driving mode, cleaning braking is started this time; when the clean braking is executed, clean braking accumulated energy is calculated; and when the clean braking accumulated energy is larger than or equal to the clean braking termination energy, the clean braking is ended, and the clean braking completion time and the clean braking accumulated energy are recorded. Various defects caused by controlling clean braking according to fixed time, speed and braking energy are overcome.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit braking control, and particularly relates to a train cleaning braking control method, system, device and storage medium. Background Art

[0002] The cleaning braking of rail transit vehicles, also known as tread cleaning and cleaning braking, is used to clean the friction pairs of the vehicle braking device to improve the friction effect of pneumatic braking. The braking of rail transit vehicles usually mainly relies on the electric braking provided by the traction system, and the current technology can achieve the continuous electric braking ability until close to a stop. This significantly reduces the friction frequency between the brake shoes and the wheel treads, and between the brake pads and the brake discs. In addition, some vehicles may be stored in the depot for a long time. The above situations are likely to cause oxidation and rust on the surface of the brake shoes or brake pads, resulting in a decrease in the friction force of the brake shoes or brake pads, and seriously reducing the performance of pneumatic braking.

[0003] Therefore, it is necessary to use the train pneumatic braking regularly or irregularly to generate a certain degree of friction between the brake shoes and the wheel treads, and between the brake pads and the brake discs, so as to improve the effect of cleaning the friction pairs. The pneumatic braking applied for cleaning the braking friction pairs is called cleaning braking.

[0004] The current cleaning braking control method is controlled according to conditions such as fixed time, speed, and braking energy. This method has the following disadvantages:

[0005] (1) Since the train departure time and driving speed are uncertain, it may cause the cleaning braking not to be executed, or to be executed during the peak passenger flow period on the main line, affecting passenger comfort and even causing abnormal noises;

[0006] (2) The cleaning braking termination condition is based on a fixed cumulative braking energy, which may have problems such as poor cleaning effect due to too low cleaning braking energy, or excessive wear of the brake shoes due to too large cleaning braking energy. Summary of the Invention

[0007] The purpose of the present invention is to provide a train cleaning braking control method, system, device and storage medium to solve various disadvantages brought about by controlling cleaning braking according to fixed time, speed and braking energy.

[0008] The present invention solves the above technical problems through the following technical solutions: A train cleaning braking control method includes:

[0009] When the train starts, calculate the cleaning braking termination energy according to the time difference between the current time and the completion time of the previous cleaning braking and the historical climate data of the current month;

[0010] Obtain the train load, train speed and braking command;

[0011] When the train load meets the first load trigger condition, the train speed is greater than or equal to the allowable speed for starting the cleaning brake, the brake instruction is valid, and the train is in the non-automatic driving mode, this cleaning brake is started;

[0012] When performing this cleaning brake, calculate the cumulative energy of the cleaning brake;

[0013] When the cumulative energy of the cleaning brake is greater than or equal to the termination energy of the cleaning brake, end this cleaning brake, and record the completion time of this cleaning brake and the cumulative energy of the cleaning brake.

[0014] Furthermore, the specific calculation formula for the termination energy of the cleaning brake is:

[0015] E stop = E0 * K d * K w ;

[0016] K d = 1 + αln(n d );

[0017] K w = 1 + β(H - H0)(T - T0);

[0018] In the formula, E stop represents the termination energy of the cleaning brake, E0 represents the initial termination energy, K d represents the time correction coefficient, K w represents the climate correction coefficient, α represents the adjustment parameter of the time correction coefficient, n d represents the number of days between the current time and the completion time of the previous cleaning brake, β represents the adjustment parameter of the climate correction coefficient, H represents the historical average relative humidity of the current month, H0 represents the reference relative humidity, T represents the historical average temperature of the current month, and T0 represents the reference temperature.

[0019] Furthermore, when calculating the termination energy of the cleaning brake, the upper limit and the lower limit of the termination energy of the cleaning brake are also obtained, and it is judged whether the termination energy of the cleaning brake exceeds its upper limit and lower limit;

[0020] When the termination energy of the cleaning brake exceeds its upper limit, use the upper limit of the termination energy of the cleaning brake as the termination energy of the cleaning brake;

[0021] When the termination energy of the cleaning brake exceeds its lower limit, use the lower limit of the termination energy of the cleaning brake as the termination energy of the cleaning brake.

[0022] Furthermore, during the process from the train leaving the depot to the train load meeting the second load trigger condition, the allowable speed for starting the cleaning brake is also updated, and the specific update process is:

[0023] Obtain the maximum train speed during the process from the train leaving the depot until the train load meets the second load trigger condition;

[0024] When the maximum train speed ≥ the allowable speed for starting the cleaning brake, do not update the allowable speed for starting the cleaning brake;

[0025] When the maximum train speed < the allowable speed for starting the cleaning brake, update the allowable speed for starting the cleaning brake according to the maximum train speed. When the updated allowable speed for starting the cleaning brake is greater than or equal to the first speed threshold, use the updated allowable speed for starting the cleaning brake as the allowable speed for starting the cleaning brake; when the updated allowable speed for starting the cleaning brake is less than the first speed threshold, do not update the allowable speed for starting the cleaning brake;

[0026] Among them, the update formula for the allowable speed for starting the cleaning brake is:

[0027]

[0028] In the formula, V0' represents the updated allowable speed for starting the cleaning brake, V0 represents the allowable speed for starting the cleaning brake before update, and V max represents the maximum train speed.

[0029] Furthermore, the calculation formula for the cumulative energy of the cleaning brake is:

[0030]

[0031] E i =V i *F i *t i ;

[0032] In the formula, E brk represents the cumulative energy of the cleaning brake, N represents the cumulative period, E i represents the cleaning brake energy of the i-th period, V i represents the train speed of the i-th period, F i represents the braking force of the i-th period, and t i represents the duration of the i-th period.

[0033] Furthermore, during the execution of this cleaning brake, when the train speed is less than the second speed threshold, pause the cleaning brake; when the train speed is greater than or equal to the second speed threshold, continue the cleaning brake.

[0034] Based on the same concept, the present invention provides a train cleaning brake control system, including:

[0035] A first calculation unit, configured to calculate the cleaning brake termination energy according to the time difference between the current time and the time when the last cleaning brake was completed and the historical climate data of the current month when the train starts;

[0036] An acquisition unit, configured to acquire the train load, train speed, and braking command;

[0037] A judgment and start unit, configured to start the current cleaning brake when the train load meets the first load trigger condition, the train speed is greater than or equal to the cleaning brake start allowable speed, the braking command is valid, and the train is in a non-automatic driving mode;

[0038] A second calculation unit, configured to calculate the cleaning brake cumulative energy when performing the current cleaning brake;

[0039] A judgment and termination unit, configured to end the current cleaning brake when the cleaning brake cumulative energy is greater than or equal to the cleaning brake termination energy, and record the time when the current cleaning brake was completed and the cleaning brake cumulative energy.

[0040] Based on the same concept, the present invention further provides an electronic device, including a memory, a processor, and a computer program / instructions stored on the memory, and the processor executes the computer program / instructions to implement the train cleaning brake control method as described above.

[0041] Based on the same concept, the present invention further provides a computer-readable storage medium, on which a computer program / instructions are stored, and when the computer program / instructions are executed by a processor, the train cleaning brake control method as described above is implemented.

[0042] Compared with the prior art, the advantages of the present invention are as follows:

[0043] The present invention dynamically determines the cleaning brake termination energy according to the time difference between the current time and the time when the last cleaning brake was completed and the historical climate data of the current month, improves the cleaning effect, reduces the brake shoe wear, extends the service life of the brake shoe, and avoids the problems of poor cleaning effect due to too low cleaning brake energy or excessive brake shoe wear due to too large cleaning brake energy.

[0044] The cleaning brake start condition of the present invention includes a condition related to the load, avoiding the execution of the cleaning brake during the peak passenger flow period on the main line, and improving the riding comfort of passengers.

[0045] The present invention dynamically adjusts the cleaning brake start allowable speed according to the maximum train speed during the process from the train leaving the depot to the train load meeting the second load trigger condition, dynamically adjusts the cleaning brake start condition, further improves the cleaning effect, and reduces the brake shoe wear. Description of the Drawings

[0046] To more clearly illustrate the technical solution of the present invention, the following will briefly introduce the drawings required for description in the embodiments. Obviously, the drawings in the following description are only one embodiment of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0047] Figure 1 is the flowchart of the train cleaning braking control method in the embodiment of the present invention;

[0048] Figure 2 is the schematic diagram of the hardware structure of the train cleaning braking control system in the embodiment of the present invention.

[0049] Explanation of reference numerals: 1 - processor board, 2 - communication board, 3 - power board. Detailed implementation manners

[0050] The following combines the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0051] The following uses specific embodiments to elaborate on the technical solutions of the present application in detail. These several specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0052] Embodiment 1

[0053] To solve various drawbacks brought about by the existing cleaning braking control method that controls according to fixed time, speed, and braking energy, the present invention provides a train cleaning braking control method, which improves the cleaning effect and reduces brake shoe wear by dynamically adjusting the termination condition and start condition of cleaning braking. Figure 1 shows the flowchart of the train cleaning braking control method provided by the present invention. As Figure 1 shown, the train cleaning braking control method of the present invention includes the following steps:

[0054] Step S1: When the train starts, calculate the cleaning braking termination energy according to the time difference between the current time and the time when the last cleaning braking was completed and the historical climate data of the current month.

[0055] The longer the time difference between the current time and the completion time of the previous cleaning brake, the longer the duration of the current cleaning brake should be, and thus the greater the termination energy of the current cleaning brake should be; the shorter the time difference between the current time and the completion time of the previous cleaning brake, the shorter the duration of the current cleaning brake should be, and thus the smaller the termination energy of the current cleaning brake should be. At the same time, climate data (such as temperature and humidity) also affects the duration of the current cleaning brake. The greater the temperature and humidity, the longer the duration of the current cleaning brake should be, and thus the greater the termination energy of the current cleaning brake should be; the smaller the temperature and humidity, the shorter the duration of the current cleaning brake should be, and thus the smaller the termination energy of the current cleaning brake should be.

[0056] Therefore, according to the time difference between the current time and the completion time of the previous cleaning brake and the historical climate data of the current month, the present invention dynamically adjusts the termination energy of the cleaning brake. While ensuring the cleaning effect, it can reduce the wear of the brake shoes, and solves the problems that the cleaning brake termination condition is based on a fixed cumulative braking energy, resulting in poor cleaning effect due to too low cleaning brake energy, or excessive wear of the brake shoes due to too large cleaning brake energy.

[0057] In a specific embodiment of the present invention, the termination energy of the cleaning brake is dynamically adjusted by a time correction coefficient and a climate correction coefficient. The specific calculation formula is:

[0058] E stop = E0 * K d * K w (1)

[0059] In the formula, E stop represents the termination energy of the cleaning brake; E0 represents the initial termination energy, and its preferred value is 40 * 10 6 J; K d represents the time correction coefficient; K w represents the climate correction coefficient.

[0060] The time correction coefficient is determined according to the time difference between the current time and the completion time of the previous cleaning brake. The specific formula is:

[0061] K d = 1 + αln(n d ) (2)

[0062] In the formula, α represents the adjustment parameter of the time correction coefficient, and its preferred value is 0.1; n d represents the number of days between the current time and the completion time of the previous cleaning brake, 1 ≤ n d ≤ 1000.

[0063] The climate correction coefficient is determined according to the historical climate data of the current month. The climate data in this embodiment includes temperature and relative humidity. The specific determination formula is:

[0064] Kw = 1 + β(H - H0)(T - T0) (3)

[0065] In the formula, β represents the adjustment parameter of the climate correction coefficient, and its preferred value is 0.02; H represents the historical average relative humidity of the current month, where H0 ≤ H < 100; H0 represents the reference relative humidity, and its preferred value is 0.65; T represents the historical average temperature of the current month, where T0 ≤ T; T0 represents the reference temperature, and its preferred value is 0.

[0066] The historical average relative humidity and historical average temperature of each month are recorded in the configuration file, which records the average relative humidity and average temperature of each month in the previous year. For example, if the current year is 2025, the configuration file records the average relative humidity and average temperature of each month in 2024. Each time the train cleaning braking control system is initialized and run, the configuration file is read once.

[0067] The time of the last cleaning brake completion, the cumulative energy of the last cleaning brake, and the average relative humidity and average temperature of each month in the previous year in the train operation area are stored through the program power-off retention variables. When the train cleaning braking control system is initialized, the corresponding data is obtained through these power-off retention variables. The average relative humidity and average temperature of each month in the previous year can be obtained through the data publicly released by the meteorological department. In another specific embodiment of the present invention, the time of the last cleaning brake completion, the cumulative energy of the last cleaning brake, and the average relative humidity and average temperature of each month in the previous year in the train operation area can also be saved in other ways.

[0068] In a specific embodiment of the present invention, when calculating the cleaning brake termination energy, the upper limit E max and the lower limit E min of the cleaning brake termination energy are also obtained, and it is judged whether the calculated cleaning brake termination energy E stop exceeds its upper limit E max and lower limit E min . Specifically, when the cleaning brake termination energy E stop exceeds its upper limit E max (E stop > E max ), the upper limit of the cleaning brake termination energy is used as the cleaning brake termination energy, that is, E stop = E max ;

[0069] When the cleaning brake termination energy E stop exceeds its lower limit E min (E stop < E min ), the lower limit of the cleaning brake termination energy is used as the cleaning brake termination energy, that is, E stop = E min .

[0070] In this embodiment, the upper limit E max and the lower limit E min of the cleaning braking termination energy are set to 60 MJ and 30 MJ respectively. By setting the upper and lower limits of the cleaning braking termination energy, the present invention ensures the balance between the cleaning effect and the brake shoe wear.

[0071] Step S2: Obtain the train load, train speed, and braking instruction.

[0072] When the train is powered on and there is no fault, data such as the train load, train speed, braking instruction, braking force, and brake cylinder pressure can be collected in real time. Among them, the train speed, train load, braking force, and brake cylinder pressure are provided by the vehicle braking system, and the braking instruction is issued by the driver or the signal system and obtained by the I / O acquisition device and sent to the train cleaning braking control system through the train network. The train load, train speed, braking instruction, braking force, brake cylinder pressure, etc. can also be obtained by other means.

[0073] Step S3: Determine whether the conditions for starting this cleaning braking are met. If the conditions for starting this cleaning braking are met, start this cleaning braking and transfer to Step S4; otherwise, transfer to Step S2 and continue to obtain the train load, train speed, and braking instruction in real time.

[0074] When the following conditions are met simultaneously, the system issues a cleaning braking start instruction to start this cleaning braking:

[0075] Condition 1: The train load meets the first load trigger condition;

[0076] Condition 2: The train speed V is greater than or equal to the cleaning braking start allowable speed V0;

[0077] Condition 3: The braking instruction is valid;

[0078] Condition 4: The train is in the non-automatic driving mode.

[0079] In this embodiment, the train load meets the first load trigger condition as: M < AW2, where M represents the train load, unit: kg; AW2 represents the rated load of the train's full capacity, unit: kg. When the train load is less than the rated load of the train's full capacity, starting this cleaning braking is allowed, which avoids performing cleaning braking during the peak passenger flow period on the main line and improves the riding comfort of passengers.

[0080] The initial value of the cleaning brake start permission speed V0 is 50 km / h, and the cleaning brake start permission speed V0 is stored through the power-off retention variable of the program. In order to be able to start the cleaning brake according to actual needs, during the process from the train leaving the depot to the train load meeting the second load trigger condition, the cleaning brake start permission speed V0 is also dynamically updated. In this embodiment, the train load meeting the second load trigger condition is M > AW0 + (AW2 - AW0) / 2, where AW0 represents the train being unloaded. In the specific implementation manner of the present invention, during the process from the train leaving the depot to the train load meeting the second load trigger condition, the cleaning brake start permission speed is updated, and the specific update process is as follows:

[0081] Step S3.1: Obtain the highest train speed during the process from the train leaving the depot to the train load meeting the second load trigger condition;

[0082] Step S3.2: Determine whether the highest train speed V max is greater than or equal to the cleaning brake start permission speed V0:

[0083] When the highest train speed V max ≥ the cleaning brake start permission speed V0, the cleaning brake start permission speed is not updated, that is, the cleaning brake start permission speed remains V0;

[0084] When the highest train speed V max < the cleaning brake start permission speed V0, first update the cleaning brake start permission speed according to the highest train speed V max Then determine whether the updated cleaning brake start permission speed V0' is greater than or equal to the first speed threshold:

[0085] When the updated cleaning brake start permission speed V0' is greater than or equal to the first speed threshold, use the updated cleaning brake start permission speed as the cleaning brake start permission speed, that is, the cleaning brake start permission speed is V0';

[0086] When the updated cleaning brake start permission speed V0' is less than the first speed threshold, the cleaning brake start permission speed is not updated, that is, the cleaning brake start permission speed remains V0.

[0087] In this embodiment, the first speed threshold is set to Vp + 10, where Vp represents the second speed threshold (unit: km / h), that is, the cleaning brake pause speed, and the preferred value of the second speed threshold Vp is 30 km / h.

[0088] The update formula for the cleaning brake start permission speed is:

[0089]

[0090] Wherein, V0' represents the updated allowable speed for starting the cleaning brake, V0 represents the allowable speed for starting the cleaning brake before update, and V max represents the maximum train speed.

[0091] During the process from the train leaving the depot to the train load meeting the second load trigger condition, the present invention dynamically adjusts the allowable speed for starting the cleaning brake, and further dynamically adjusts the starting condition of the cleaning brake according to actual needs, avoiding the problems that the cleaning brake may not be executed due to the uncertain train departure time and driving speed, or may be executed at the peak passenger flow moment on the main line, affecting passenger comfort, and even causing abnormal noises.

[0092] Step S4: Calculate the cumulative energy of the cleaning brake when performing the current cleaning brake.

[0093] When the starting condition of the cleaning brake in step S3 is met, the system issues a starting instruction for the cleaning brake, and the traction system cuts off the electric brake according to the starting instruction for the cleaning brake, and the braking system applies pure air braking to perform the current cleaning brake.

[0094] During the process of performing the current cleaning brake, the specific calculation formula for the cumulative energy of the cleaning brake is:

[0095]

[0096] E i =V i *F i *t i (6)

[0097] Wherein, E brk represents the cumulative energy of the cleaning brake, N represents the cumulative period, E i represents the cleaning brake energy of the i-th period (unit: J), V i represents the train speed of the i-th period (unit: m / s), F i represents the braking force of the i-th period, and t i represents the duration of the i-th period (unit: s).

[0098] During the process of performing the current cleaning brake, when the train speed is less than the second speed threshold Vp, the cleaning brake is suspended; when the train speed is greater than or equal to the second speed threshold Vp, the cleaning brake continues. When the train speed is less than the second speed threshold Vp, due to the low speed, the cleaning brake energy is also small and the cleaning effect cannot be achieved, so the cleaning brake is suspended. When the train speed resumes to be greater than or equal to the second speed threshold Vp, the cleaning brake is continued.

[0099] Step S5: Determine whether the cumulative energy of the cleaning brake is greater than or equal to the termination energy of the cleaning brake. If so, end the current cleaning brake and record the completion time and cumulative energy of the current cleaning brake; otherwise, go to Step S4 to continue calculating the cumulative energy of the cleaning brake.

[0100] After the current cleaning brake ends, the traction system resumes electric braking. The recorded completion time and cumulative energy of the current cleaning brake are used for subsequent analysis and strategy optimization to improve the system's intelligence level. Dynamically adjusting the start condition and termination condition of the cleaning brake according to actual needs ensures the effect and safety of the cleaning brake.

[0101] Embodiment Two

[0102] The train cleaning brake control system provided by the embodiment of the present invention includes a first calculation unit, an acquisition unit, a judgment and start unit, a second calculation unit, and a judgment and termination unit.

[0103] The first calculation unit is used to calculate the termination energy of the cleaning brake according to the time difference between the current time and the completion time of the previous cleaning brake and the historical climate data of the current month when the train starts (such as formulas (1) to (3) in Embodiment One);

[0104] The acquisition unit is used to acquire the train load, train speed, and braking instruction;

[0105] The judgment and start unit is used to start the current cleaning brake when the train load meets the first load trigger condition, the train speed is greater than or equal to the allowable speed for starting the cleaning brake, the braking instruction is valid, and the train is in the non-autopilot mode;

[0106] The second calculation unit is used to calculate the cumulative energy of the cleaning brake when executing the current cleaning brake (such as formulas (5) and (6) in Embodiment One);

[0107] The judgment and termination unit is used to end the current cleaning brake and record the completion time and cumulative energy of the current cleaning brake when the cumulative energy of the cleaning brake is greater than or equal to the termination energy of the cleaning brake.

[0108] The train cleaning brake control system of the present invention is provided on the processor board 1. The processor board 1 obtains the train load, train speed, and braking instruction through the communication board 2. The power supply board 3 is used to supply power to the processor board 1 and the communication board 2, as Figure 2 shown.

[0109] In some specific embodiments, the train cleaning brake control system may incorporate the features of the train cleaning brake control method in Embodiment One of the present application, and vice versa, which will not be elaborated here.

[0110] Embodiment Three

[0111] An embodiment of the present invention further provides an electronic device, which includes: a memory, a processor, and a computer program / instructions stored on the memory, and the processor executes the computer program / instructions to implement the train cleaning braking control method in the embodiments of the present application.

[0112] Although not shown, the electronic device includes a processor, which can perform various appropriate operations and processes according to the programs and / or data stored in the read-only memory (ROM) and / or the programs and / or data loaded from the storage part into the random access memory (RAM). The processor can be a multi-core processor or include multiple processors. In some embodiments, the processor can include a general main processor and one or more special coprocessors, such as a central processing unit, a graphics processing unit (GPU), a neural network processing unit (NPU), a digital signal processing unit (DSP), and so on. In the RAM, various programs and data required for device operation are also stored. The processor, ROM, and RAM are connected to each other through a bus. The input / output (I / O) interface is also connected to the bus.

[0113] The above-mentioned processor and the memory are jointly used to execute the programs / instructions stored in the memory, and when the programs / instructions are executed by a computer, they can implement the methods, steps, or functions described in the above embodiments.

[0114] Although not shown, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program / instructions are stored, and when the computer program / instructions are executed by a processor, they implement the train cleaning braking control method in the embodiments of the present application.

[0115] The readable storage medium includes permanent and non-permanent, removable and non-removable media, and information storage can be achieved by any method or technology. The information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory, or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD), or other optical storage, magnetic cassette tapes, disk storage, or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media do not include transitory computer-readable media, such as modulated data signals and carrier waves.

[0116] The above disclosure is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or variations, which should all be covered within the protection scope of the present invention.

Claims

1. A train cleaning brake control method, characterized in that: The control method comprises: When the train starts, the cleaning brake termination energy is calculated based on the time difference between the current time and the last cleaning brake completion time and the historical climate data of the month; Obtain train load, train speed and braking instructions; When the train load meets the first load trigger condition, the train speed is greater than or equal to the cleaning brake start permission speed, the braking command is valid, and the train is in non-automatic driving mode, this cleaning brake is started; When performing this cleaning brake, the cleaning brake accumulated energy is calculated; When the cleaning braking accumulated energy is greater than or equal to the cleaning braking termination energy, the cleaning braking is terminated, and the cleaning braking completion time and the cleaning braking accumulated energy are recorded.

2. The train cleaning brake control method according to claim 1, characterized in that: The specific calculation formula of the cleaning brake termination energy is: E stop =E0*K d *K w ; K d =1+αln(n d ); K w =1+β(H-H0)(T-T0); In the formula, E stop represents the cleaning braking end energy, E0 represents the initial end energy, K d Indicates the time correction factor, K w represents the climate correction coefficient, α represents the adjustment parameter of the time correction coefficient, and n d It represents the number of days between the current time and the last time the cleaning brake was completed, β represents the adjustment parameter of the climate correction coefficient, H represents the historical average relative humidity of the month, H0 represents the reference relative humidity, T represents the historical average temperature of the month, and T0 represents the reference temperature.

3. The train cleaning brake control method according to claim 1, characterized in that: When calculating the cleaning brake termination energy, the upper limit and the lower limit of the cleaning brake termination energy are also obtained, and it is determined whether the cleaning brake termination energy exceeds the upper limit and the lower limit; When the cleaning brake termination energy exceeds its upper limit, the upper limit of the cleaning brake termination energy is used as the cleaning brake termination energy; When the cleaning braking termination energy exceeds its lower limit, the lower limit of the cleaning braking termination energy is used as the cleaning braking termination energy.

4. The train cleaning brake control method according to claim 1, characterized in that: During the process from the train leaving the depot to the train load meeting the second load triggering condition, the cleaning brake start allowable speed is also updated. The specific updating process is as follows: Obtaining the maximum train speed during the process from when the train leaves the depot to when the train load meets the second load trigger condition; When the maximum train speed is ≥ the clean brake start-up permissible speed, the clean brake start-up permissible speed is not updated; When the maximum train speed is less than the cleaning brake start-permitted speed, the cleaning brake start-permitted speed is updated according to the maximum train speed; when the updated cleaning brake start-permitted speed is greater than or equal to the first speed threshold, the updated cleaning brake start-permitted speed is used as the cleaning brake start-permitted speed; when the updated cleaning brake start-permitted speed is less than the first speed threshold, the cleaning brake start-permitted speed is not updated; Among them, the update formula of the cleaning brake start allowable speed is: Where V0' represents the updated cleaning brake start-up allowable speed, V0 represents the cleaning brake start-up allowable speed before the update, and V max Indicates the maximum train speed.

5. The train cleaning brake control method according to claim 4, characterized in that: The train load meets the second load trigger condition specifically when: M>AW0+(AW2-AW0) / 2, Where M represents the train load, AW2 represents the train's rated load, and AW0 represents an empty train.

6. The train cleaning brake control method according to claim 1, characterized in that: The calculation formula of the cleaning brake cumulative energy is: E i =V i *F i *t i ; In the formula, E brk Indicates the cleaning brake accumulated energy, N indicates the accumulated cycle, E i represents the cleaning braking energy of the ith cycle, V i represents the train speed in the ith period, F i represents the braking force in the ith cycle, t i Represents the duration of the i-th cycle.

7. The train cleaning brake control method according to any one of claims 1 to 6, characterized in that: During the execution of this cleaning braking, when the train speed is less than the second speed threshold, the cleaning braking is suspended; when the train speed is greater than or equal to the second speed threshold, the cleaning braking is continued.

8. A train cleaning brake control system, characterized in that: The control system comprises: The first calculation unit is used to calculate the cleaning brake termination energy when the train starts, based on the time difference between the current time and the last cleaning brake completion time and the historical climate data of the month; An acquisition unit, used for acquiring train load, train speed and braking instruction; A judgment and starting unit, used to start the cleaning brake when the train load meets the first load trigger condition, the train speed is greater than or equal to the cleaning brake start allowable speed, the braking command is valid, and the train is in a non-automatic driving mode; A second calculation unit is used to calculate the cleaning braking accumulated energy when performing the current cleaning braking; The judgment and termination unit is used to terminate the current cleaning braking when the cleaning braking accumulated energy is greater than or equal to the cleaning braking termination energy, and record the current cleaning braking completion time and the cleaning braking accumulated energy.

9. An electronic device comprising a memory, a processor, and a computer program / instruction stored in the memory, characterized in that: The processor executes the computer program / instructions to implement the train cleaning brake control method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program / instruction stored thereon, characterized in that: When the computer program / instruction is executed by a processor, the train cleaning brake control method according to any one of claims 1 to 7 is implemented.

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