A method, device, equipment and medium for anti-slip control based on non-adhesion braking

Abstract

The application discloses a non-adhesion braking-based anti-skid control method and device, equipment and medium, and relates to the technical field of rail transit. The method comprises the following steps: judging whether the wheels are sliding, if yes, performing non-adhesion braking on the vehicle, and reducing the initial braking force of the first brake to the target braking force; judging whether the sliding condition has disappeared, if yes, judging whether the current deceleration of the vehicle is the same as the target deceleration; if not the same, judging whether the current deceleration is greater than the target deceleration, and adjusting the braking force of the second brake based on the judgment result; judging whether the current speed of the vehicle is less than the preset speed, if yes, canceling the non-adhesion braking, and adjusting the braking force of the first brake and the second target brake to the initial braking force, so as to perform anti-skid control on the rail vehicle. Through dynamic application of non-adhesion braking and real-time adjustment of the braking force distribution of each brake, the sliding is effectively inhibited while the braking performance of the whole vehicle is maintained, and safe parking is ensured.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to an anti-skid control method, device, equipment and medium based on non-adhesive braking. Background Technology

[0002] Rail transit vehicle braking refers to the process of applying resistance to the vehicle through mechanical, electrical, or non-adhesive methods (such as magnetic rail braking) to achieve deceleration or stopping. Its core significance lies in ensuring operational safety and preventing accidents caused by brake failure or wheel slippage; simultaneously, it optimizes braking efficiency, reduces braking distance, lowers wheel-rail wear and energy consumption, and ensures reliable train control under complex operating conditions (such as low-adhesion track environments). Through intelligent braking force distribution and real-time monitoring technology, the system can quickly respond to dynamic changes while maintaining vehicle stability, providing crucial support for passenger safety, operational efficiency, and equipment lifespan.

[0003] Currently, when a rail transit vehicle experiences wheel slippage, it is necessary to reduce the braking force of all braking devices on the axle or bogie corresponding to the slipping wheel. This results in an extended braking distance. In cases of severe slippage, the braking force may not decrease in time, potentially causing the wheel to lock up, resulting in wheel abrasion or even derailment, endangering the safety of the vehicle and passengers. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide an anti-skid control method, device, equipment, and medium based on non-adhesive braking, which can effectively suppress skidding and ensure safe stopping by dynamically applying non-adhesive braking and adjusting the braking force distribution of each brake in real time, thereby maintaining the overall braking performance of the vehicle. The specific solution is as follows:

[0005] In a first aspect, this application provides an anti-skid control method based on non-adhesive braking, comprising:

[0006] Determine whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, apply non-adhesive braking to the target rail vehicle and reduce the initial braking force of the first target brake corresponding to the slipping target wheel to the target braking force; wherein, the first target brake is the brake on the axle where the target wheel is located.

[0007] Determine whether the gliding condition of the target wheel has disappeared. If the gliding condition of the target wheel has disappeared, determine whether the current deceleration of the target rail vehicle is the same as the target deceleration.

[0008] If the current deceleration is not the same as the target deceleration, it is determined whether the current deceleration is greater than the target deceleration, and the braking force of the second target brake is adjusted based on the current determination result; the second target brake is the brake corresponding to the non-slipping wheel;

[0009] Determine whether the current speed of the target rail vehicle is less than the preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, then cancel the non-adhesive braking and adjust the braking force of the first target brake and the second target brake to the initial braking force to perform anti-skid control on the target rail vehicle.

[0010] Optionally, the non-adhesive braking applied to the target rail vehicle includes disc eddy current braking, track eddy current braking, and magnetic track braking.

[0011] Optionally, after determining whether the skidding condition of the target wheel has disappeared, the method further includes:

[0012] If the slipping condition of the target wheel does not disappear, the braking force of each of the first target brakes is reduced to zero, and the missing braking force is evenly distributed to each of the second target brakes; wherein, the missing braking force is the product of the number of the first target brakes and the target braking force;

[0013] Jump to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed.

[0014] Optionally, after determining whether the current deceleration of the target rail vehicle is the same as the target deceleration, the method further includes:

[0015] If the current deceleration is the same as the target deceleration, then proceed to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed.

[0016] Optionally, adjusting the braking force of the second target brake based on the current judgment result includes:

[0017] If the current determination result indicates that the current deceleration is greater than the target deceleration, then the braking force of each of the second target brakes is reduced, and the process jumps to the step of determining whether the current speed of the target rail vehicle is less than the preset vehicle speed.

[0018] Optionally, adjusting the braking force of the second target brake based on the current judgment result includes:

[0019] If the current determination result indicates that the current deceleration is not greater than the target deceleration, then the missing braking force is evenly distributed to each of the second target brakes, and the process jumps to the step of determining whether the current speed of the target rail vehicle is less than the preset vehicle speed.

[0020] Optionally, after determining whether the current speed of the target rail vehicle is less than a preset vehicle speed, the method further includes:

[0021] If the current speed of the target rail vehicle is not less than the preset vehicle speed, then proceed to the step of determining whether the wheels of the target rail vehicle are slipping.

[0022] Secondly, this application provides an anti-skid control device based on non-adhesive braking, comprising:

[0023] The vehicle braking module is used to determine whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, non-adhesion braking is applied to the target rail vehicle, and the initial braking force of the first target brake corresponding to the slipping target wheel is reduced to the target braking force; wherein, the first target brake is the brake on the axle where the target wheel is located.

[0024] The deceleration determination module is used to determine whether the sliding condition of the target wheel has disappeared. If the sliding condition of the target wheel has disappeared, it determines whether the current deceleration of the target rail vehicle is the same as the target deceleration.

[0025] The braking force adjustment module is used to determine whether the current deceleration is greater than the target deceleration if the current deceleration is not the same as the target deceleration, and adjust the braking force of the second target brake based on the current determination result; the second target brake is the brake corresponding to the non-slipping wheel;

[0026] The non-adhesion braking cancellation module is used to determine whether the current speed of the target rail vehicle is less than the preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, the non-adhesion braking is cancelled, and the braking force of the first target brake and the second target brake is adjusted to the initial braking force to perform anti-skid control on the target rail vehicle.

[0027] Thirdly, this application provides an electronic device, comprising:

[0028] Memory, used to store computer programs;

[0029] A processor is used to execute the computer program to implement the aforementioned anti-skid control method based on non-adhesive braking.

[0030] Fourthly, this application provides a computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the aforementioned anti-slip control method based on non-adhesive braking.

[0031] This application first determines whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, non-adhesive braking is applied to the target rail vehicle, and the initial braking force of the first target brake corresponding to the slipping target wheel is reduced to the target braking force. The first target brake is the brake on the axle where the target wheel is located. Then, it determines whether the slipping condition of the target wheel has disappeared. If the slipping condition has disappeared, it determines whether the current deceleration of the target rail vehicle is the same as the target deceleration. If the current deceleration is different from the target deceleration, it determines whether the current deceleration is greater than the target deceleration, and adjusts the braking force of the second target brake based on the current determination result. The second target brake is the brake corresponding to the non-slipping wheel. Finally, it determines whether the current speed of the target rail vehicle is less than a preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, the non-adhesive braking is canceled, and the braking forces of the first and second target brakes are adjusted to the initial braking force to perform anti-slip control on the target rail vehicle. As can be seen, this application achieves rapid reduction of braking force of the sliding bogie and coordinated improvement of braking force distribution of each brake by dynamically applying non-adhesive braking and adjusting the braking force distribution of each brake in real time. When wheel slippage is detected, non-adhesive braking force is immediately supplemented. At the same time, the braking force is dynamically transferred or compensated according to the deceleration deviation and the slippage state. This achieves rapid reduction of braking force of the sliding bogie and coordinated improvement of braking force of the non-slipping bogie. Thus, while maintaining the braking performance of the whole vehicle, slippage is effectively suppressed and safe stopping is ensured. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0033] Figure 1 This is a flowchart of an anti-skid control method based on non-adhesive braking disclosed in this application;

[0034] Figure 2 This is a schematic diagram of a specific anti-skid control method based on non-adhesive braking disclosed in this application;

[0035] Figure 3This is a schematic diagram of an anti-skid control device based on non-adhesive braking disclosed in this application;

[0036] Figure 4 This is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Currently, anti-skid methods for rail vehicles suffer from problems such as extended braking distance and delayed reduction of braking force during severe skidding, which may lead to wheel lock-up and wheel abrasion. To address these issues, this application provides an anti-skid control method based on non-adhesive braking. By dynamically applying non-adhesive braking and adjusting the braking force distribution of each brake in real time, the method effectively suppresses skidding while maintaining the overall braking performance of the vehicle, ensuring safe stopping.

[0039] See Figure 1 As shown, this embodiment of the invention discloses an anti-skid control method based on non-adhesive braking, comprising:

[0040] Step S11: Determine whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, apply non-adhesive braking to the target rail vehicle and reduce the initial braking force of the first target brake corresponding to the slipping target wheel to the target braking force; wherein, the first target brake is the brake on the axle where the target wheel is located.

[0041] The anti-skid control method in this embodiment can minimize the loss of vehicle braking performance when the vehicle is engaged in skidding protection, thereby improving driving safety under low adhesion conditions. The specific process in this embodiment is as follows: Figure 2As shown, when a wheel slips, the train immediately applies non-adhesive braking and simultaneously reduces the braking force of all brake actuators (i.e., the first target brakes) on the corresponding axle or bogie of the slipping wheel to the target value (i.e., the target braking force). At this time, the vehicle control unit monitors the train's deceleration and slipping status. If the original slipping wheel does not slip, but the deceleration value is lower than the target value, the train will evenly increase the missing braking force to the brake actuators on the wheels that did not slip (i.e., the second target brakes). Conversely, if the deceleration value is higher than the target value, the braking force of all brake actuators on the non-slipping wheels will be reduced according to the averaging principle. If the original slipping wheel still slips, after a certain period of time, the braking force of all brakes on that axle or bogie will be reduced to 0, and the missing braking force will be evenly increased to the brakes on the axles or bogies that did not slip. When the train speed falls below the set value (i.e., the preset vehicle speed), the vehicle control unit cancels the non-adhesive braking and simultaneously increases the braking force of the brake actuators until the required train deceleration value is reached.

[0042] It should be noted that, in this embodiment, the non-adhesive braking applied to the target rail vehicle includes disc eddy current braking, track eddy current braking, and magnetic track braking. The specific type can be selected according to the actual situation and is not specifically limited here.

[0043] Furthermore, the slipping state in this embodiment includes the target wheel being in a slipping state continuously for a period of time, such as 5 seconds, and the target wheel being in an intermittent slipping state. By reducing the braking force of the brake corresponding to the slipping wheel, the wheel slippage can be alleviated, improving the safety of train operation; in addition, the addition of non-adhesive braking can minimize the loss of overall vehicle braking performance, thus maximizing the safety of the vehicle and passengers.

[0044] Step S12: Determine whether the sliding condition of the target wheel has disappeared. If the sliding condition of the target wheel has disappeared, determine whether the current deceleration of the target rail vehicle is the same as the target deceleration.

[0045] In this embodiment, after determining whether the sliding condition of the target wheel has disappeared, the method further includes: if the sliding condition of the target wheel has not disappeared, reducing the braking force of each first target brake to zero and distributing the missing braking force evenly to each second target brake; wherein, the missing braking force is the product of the number of first target brakes and the target braking force; then proceeding to the step of determining whether the current speed of the target rail vehicle is less than a preset vehicle speed; specifically, if the sliding condition of the target wheel has not disappeared, the braking force of the brake corresponding to the sliding wheel is reduced to 0. For example, if there are 3 groups of brakes corresponding to the sliding wheel, and the original braking force of each group of first target brakes is 5000N, since the braking force of the brakes of the sliding wheel is reduced from 5000N to 0, the missing braking force is 15000N. Assuming that the number of second target brakes corresponding to the wheels that have not slipped is 10, then this missing 15000N is evenly distributed to the 10 second target brakes. That is, the missing driving force in this embodiment refers to the total difference in driving force before and after the adjustment of the driving force of each first target actuator. By distributing the missing braking force evenly, the loss of the train's braking capacity was avoided.

[0046] In this embodiment, after determining whether the current deceleration of the target track vehicle is the same as the target deceleration, the method further includes: if the current deceleration is the same as the target deceleration, then proceeding to the step of determining whether the current speed of the target track vehicle is less than a preset vehicle speed. After reducing the braking force of the first target brake, by determining whether the gliding state of the gliding vehicle has disappeared, the anti-skid control strategy can continue to be executed according to the corresponding situation, thereby improving the rationality and applicability of the solution.

[0047] Step S13: If the current deceleration is not the same as the target deceleration, determine whether the current deceleration is greater than the target deceleration, and adjust the braking force of the second target brake based on the current determination result; the second target brake is the brake corresponding to the non-slipping wheel.

[0048] In one specific implementation, the process of adjusting the braking force of the second target brake based on the current judgment result may specifically include: if the current judgment result indicates that the current deceleration is greater than the target deceleration, then reduce the braking force of each second target brake and jump to the step of judging whether the current speed of the target track vehicle is less than the preset vehicle speed.

[0049] In another specific implementation, the process of adjusting the braking force of the second target brake based on the current judgment result may specifically include: if the current judgment result indicates that the current deceleration is not greater than the target deceleration, then the missing braking force is evenly distributed to each second target brake, and the process jumps to the step of judging whether the current speed of the target rail vehicle is less than the preset vehicle speed.

[0050] Step S14: Determine whether the current speed of the target rail vehicle is less than the preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, cancel the non-adhesion braking and adjust the braking force of the first target brake and the second target brake to the initial braking force to perform anti-skid control on the target rail vehicle.

[0051] After determining whether the current speed of the target track vehicle is less than the preset vehicle speed, in one specific embodiment, if the current speed of the target track vehicle is less than the preset vehicle speed, the non-adhesive braking applied to the train is cancelled, and the braking forces of the first target brake and the second target brake are adjusted to the initial braking forces to perform anti-skid control on the target track vehicle; in another specific embodiment, if the current speed of the target track vehicle is not less than the preset vehicle speed, the process jumps to the step of determining whether the wheels of the target track vehicle are slipping. It is understood that if the train speed is not lower than the preset vehicle speed, but after determination, the wheels are no longer slipping, then the anti-skid strategy in this scheme is still effective.

[0052] Next, this embodiment will specifically explain the overall process of this solution in conjunction with a practical application scenario: During train operation, if a wheel slips, the electronic brake control unit issues a command to apply magnetic rail braking and begins to calculate the deceleration of the entire vehicle in real time by comprehensively considering the speeds of each non-slipping wheel. Simultaneously, all brake actuators on the bogie corresponding to the slipping wheel begin to reduce the brake cylinder pressure under the control of the electronic brake control unit until a target value is reached. This target value is calculated from the difference between the vehicle's deceleration before slipping and the deceleration generated by applying magnetic rail braking alone. The deceleration generated by applying magnetic rail braking alone is preset in the program and calculated by the electronic brake control unit based on the vehicle weight and the train speed at the time of application. Due to the deviation between the calculated magnetic rail braking deceleration and the actual deceleration generated by magnetic rail braking, as well as the instability of the friction coefficient of the friction pair, the deceleration may deviate from the target value after the brake cylinder pressure reaches the target. Therefore, the electronic brake control unit first determines the state of the original slipping wheel. If a wheel continues to slip for more than 2 seconds, the electronic brake control unit will reduce the brake cylinder pressure of all brakes on the bogie corresponding to the slipping wheel to 0, while simultaneously distributing the missing braking force evenly to the brakes of all other non-slipping bogies. If the wheel does not slip, the electronic brake control unit will compare the real-time calculated deceleration value with the target value. If the difference is within 10%, the current brake cylinder pressure will remain unchanged. If the difference exceeds 10%, the brake cylinder pressure on the brakes of other non-slipping bogies will be increased or decreased evenly until the real-time deceleration reaches the target value. When the train speed drops below 10 km / h, the electronic brake control unit will cancel the magnetic track braking command and simultaneously increase the brake cylinder pressure of the brake actuators on all wheels until the target value required by the train is reached.

[0053] As can be seen, this application achieves rapid reduction of braking force of the sliding bogie and coordinated improvement of braking force distribution of each brake by dynamically applying non-adhesive braking and adjusting the braking force distribution of each brake in real time. When wheel slippage is detected, non-adhesive braking force is immediately supplemented. At the same time, the braking force is dynamically transferred or compensated according to the deceleration deviation and the slippage state. This achieves rapid reduction of braking force of the sliding bogie and coordinated improvement of braking force of the non-slipping bogie. Thus, while maintaining the braking performance of the whole vehicle, slippage is effectively suppressed and safe stopping is ensured.

[0054] See Figure 3 As shown, this embodiment of the invention also discloses an anti-skid control device based on non-adhesive braking, comprising:

[0055] The vehicle braking module 11 is used to determine whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, non-adhesion braking is applied to the target rail vehicle, and the initial braking force of the first target brake corresponding to the slipping target wheel is reduced to the target braking force. The first target brake is the brake on the axle where the target wheel is located.

[0056] The deceleration judgment module 12 is used to determine whether the sliding condition of the target wheel has disappeared. If the sliding condition of the target wheel has disappeared, it determines whether the current deceleration of the target rail vehicle is the same as the target deceleration.

[0057] The braking force adjustment module 13 is used to determine whether the current deceleration is greater than the target deceleration if the current deceleration is not the same as the target deceleration, and adjust the braking force of the second target brake based on the current determination result; the second target brake is the brake corresponding to the non-slipping wheel;

[0058] The non-adhesion braking cancellation module 14 is used to determine whether the current speed of the target rail vehicle is less than the preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, the non-adhesion braking is cancelled, and the braking force of the first target brake and the second target brake is adjusted to the initial braking force to perform anti-skid control on the target rail vehicle.

[0059] As can be seen, this application achieves rapid reduction of braking force of the sliding bogie and coordinated improvement of braking force distribution of each brake by dynamically applying non-adhesive braking and adjusting the braking force distribution of each brake in real time. When wheel slippage is detected, non-adhesive braking force is immediately supplemented. At the same time, the braking force is dynamically transferred or compensated according to the deceleration deviation and the slippage state. This achieves rapid reduction of braking force of the sliding bogie and coordinated improvement of braking force of the non-slipping bogie. Thus, while maintaining the braking performance of the whole vehicle, slippage is effectively suppressed and safe stopping is ensured.

[0060] In one specific embodiment, the deceleration determination module 12 further includes:

[0061] A braking force distribution unit is configured to reduce the braking force of each of the first target brakes to zero and distribute the missing braking force equally to each of the second target brakes if the slipping condition of the target wheel has not disappeared; wherein the missing braking force is the product of the number of the first target brakes and the target braking force.

[0062] The first step jump unit is used to jump to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed.

[0063] In one specific embodiment, the deceleration determination module 12 further includes:

[0064] The second step jump unit is used to jump to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed if the current deceleration is the same as the target deceleration.

[0065] In one specific embodiment, the braking force adjustment module 13 may include:

[0066] The braking force reduction unit is used to reduce the braking force of each of the second target brakes if the current judgment result indicates that the current deceleration is greater than the target deceleration, and then jump to the step of judging whether the current speed of the target rail vehicle is less than the preset vehicle speed.

[0067] In one specific embodiment, the braking force adjustment module 13 may include:

[0068] The braking force distribution unit is used to distribute the missing braking force equally to each of the second target brakes if the current judgment result indicates that the current deceleration is not greater than the target deceleration, and then jump to the step of judging whether the current speed of the target rail vehicle is less than the preset vehicle speed.

[0069] In one specific embodiment, the non-adhesive braking undoing module 14 further includes:

[0070] The third step jump unit is used to jump to the step of determining whether the wheels of the target track vehicle are slipping if the current speed of the target track vehicle is not less than the preset vehicle speed.

[0071] Furthermore, embodiments of this application also disclose an electronic device, Figure 4 This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content of the diagram should not be construed as limiting the scope of this application.

[0072] Figure 4 This is a schematic diagram of the structure of an electronic device 20 provided in an embodiment of this application. Specifically, the electronic device 20 may include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the anti-skid control method based on non-adhesive braking disclosed in any of the foregoing embodiments. Alternatively, the electronic device 20 in this embodiment may specifically be a computer.

[0073] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 25 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0074] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or optical disk, etc. The resources stored thereon can include operating system 221, computer program 222, etc., and the storage method can be temporary storage or permanent storage.

[0075] The operating system 221 is used to manage and control the various hardware devices on the electronic device 20 and the computer program 222, which may be Windows Server, Netware, Unix, Linux, etc. In addition to including a computer program capable of performing the anti-slip control method based on non-adhesive braking disclosed in any of the foregoing embodiments, the computer program 222 may further include computer programs capable of performing other specific tasks.

[0076] Furthermore, this application also discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned anti-slip control method based on non-adhesive braking. Specific steps of this method can be found in the corresponding content disclosed in the foregoing embodiments, and will not be repeated here.

[0077] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0078] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0079] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0080] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0081] The technical solutions provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method of non-adhesion-based slip control, characterized by, include: Determine whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, apply non-adhesive braking to the target rail vehicle and reduce the initial braking force of the first target brake corresponding to the slipping target wheel to the target braking force; wherein, the first target brake is the brake on the axle where the target wheel is located. Determine whether the gliding condition of the target wheel has disappeared. If the gliding condition of the target wheel has disappeared, determine whether the current deceleration of the target rail vehicle is the same as the target deceleration. If the current deceleration is not the same as the target deceleration, it is determined whether the current deceleration is greater than the target deceleration, and the braking force of the second target brake is adjusted based on the current determination result; the second target brake is the brake corresponding to the non-slipping wheel; Determine whether the current speed of the target rail vehicle is less than the preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, then cancel the non-adhesive braking and adjust the braking force of the first target brake and the second target brake to the initial braking force to perform anti-skid control on the target rail vehicle. After determining whether the skidding condition of the target wheel has disappeared, the method further includes: If the slipping condition of the target wheel does not disappear, the braking force of each of the first target brakes is reduced to zero, and the missing braking force is evenly distributed to each of the second target brakes; wherein, the missing braking force is the product of the number of the first target brakes and the target braking force; Jump to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed.

2. The anti-skid control method based on non-adhesive braking according to claim 1, characterized in that, The non-adhesive braking applied to the target rail vehicle includes disc eddy current braking, track eddy current braking, and magnetic track braking.

3. The anti-skid control method based on non-adhesive braking according to claim 1, characterized in that, After determining whether the current deceleration of the target rail vehicle is the same as the target deceleration, the method further includes: If the current deceleration is the same as the target deceleration, then proceed to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed.

4. The anti-skid control method based on non-adhesive braking according to claim 1, characterized in that, The adjustment of the braking force of the second target brake based on the current judgment result includes: If the current determination result indicates that the current deceleration is greater than the target deceleration, then the braking force of each of the second target brakes is reduced, and the process jumps to the step of determining whether the current speed of the target rail vehicle is less than the preset vehicle speed.

5. The anti-skid control method based on non-adhesive braking according to claim 1, characterized in that, The adjustment of the braking force of the second target brake based on the current judgment result includes: If the current determination result indicates that the current deceleration is not greater than the target deceleration, then the missing braking force is evenly distributed to each of the second target brakes, and the process jumps to the step of determining whether the current speed of the target rail vehicle is less than the preset vehicle speed.

6. The anti-skid control method based on non-adhesive braking according to claim 1, characterized in that, After determining whether the current speed of the target rail vehicle is less than the preset vehicle speed, the method further includes: If the current speed of the target rail vehicle is not less than the preset vehicle speed, then proceed to the step of determining whether the wheels of the target rail vehicle are slipping.

7. An anti-skid control device based on non-adhesive braking, characterized in that, include: The vehicle braking module is used to determine whether the wheels of the target rail vehicle are slipping. If the wheels of the target rail vehicle are slipping, non-adhesion braking is applied to the target rail vehicle, and the initial braking force of the first target brake corresponding to the slipping target wheel is reduced to the target braking force; wherein, the first target brake is the brake on the axle where the target wheel is located. The deceleration determination module is used to determine whether the sliding condition of the target wheel has disappeared. If the sliding condition of the target wheel has disappeared, it determines whether the current deceleration of the target rail vehicle is the same as the target deceleration. The braking force adjustment module is used to determine whether the current deceleration is greater than the target deceleration if the current deceleration is not the same as the target deceleration, and adjust the braking force of the second target brake based on the current determination result; the second target brake is the brake corresponding to the non-slipping wheel; The non-adhesive braking cancellation module is used to determine whether the current speed of the target rail vehicle is less than the preset vehicle speed. If the current speed of the target rail vehicle is less than the preset vehicle speed, the non-adhesive braking is cancelled, and the braking force of the first target brake and the second target brake is adjusted to the initial braking force to perform anti-skid control on the target rail vehicle. The deceleration determination module further includes: A braking force distribution unit is configured to reduce the braking force of each of the first target brakes to zero and distribute the missing braking force equally to each of the second target brakes if the slipping condition of the target wheel has not disappeared; wherein the missing braking force is the product of the number of the first target brakes and the target braking force. The first step jump unit is used to jump to the step of determining whether the current speed of the target track vehicle is less than the preset vehicle speed.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the anti-skid control method based on non-adhesive braking as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, Used to store a computer program, which, when executed by a processor, implements the anti-slip control method based on non-adhesive braking as described in any one of claims 1 to 6.

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