Braking method, device and equipment of rack rail train and storage medium

Abstract

The invention discloses a braking method, device and equipment of a rack rail train and a storage medium, and relates to the field of rail traines.The braking method comprises the steps that when the rack rail train is braked, if the rack rail train is in an electric braking mode and has an electric braking fault, the rack rail train is braked; if yes, first target braking force is determined through a train control and management system, a traction control unit and a braking control unit of the rack rail train; the electric braking mode is that the rack rail train is completely braked through electric power; determining a compartment with the electric braking fault in the rack rail train as a target compartment, determining a second target braking force of the target compartment, and braking the rack rail train based on the first target braking force and the second target braking force; and if the rack rail train is in the non-electric braking mode or the emergency traction mode, the rack rail train is braked through the traction control unit and the braking control unit. Therefore, the braking effect of the rack rail train can be improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation, and in particular to a braking method, device, equipment and storage medium for a rack train. Background Art

[0002] In the field of rail transit, train braking control methods are crucial. Currently, relatively mature and commonly used braking force management methods have been developed for urban rail vehicles under traction system failure modes. However, braking control technology for rack trains still needs to be improved.

[0003] When a traction system failure occurs on an urban rail vehicle, the train network control system can calculate the braking force required and coordinate electric braking and pneumatic braking. However, rack rail trains have a unique braking system configuration, with multiple braking methods, including electric braking, belt braking, and adhesion braking. Belt braking, as a pure rack brake, differs significantly from the braking methods of urban rail vehicles and is only applied under specific operating conditions. Rack rail electric braking and adhesion electric braking also differ from the application scenarios of electric braking on urban rail vehicles. Currently, there are relatively few commonly used braking force control methods in China for rack rail vehicle failure conditions. If a rack rail train experiences a partial rack electric brake failure or needs to enter emergency traction conditions, the lack of an effective control method may prevent the train from braking smoothly on a very steep slope.

[0004] Therefore, how to improve the braking effect of rack railway trains is a technical problem that needs to be solved urgently. Summary of the Invention

[0005] In view of this, the object of the present invention is to provide a method, device, equipment and storage medium for braking a rack train, which can improve the braking effect of the rack train. The specific solution is as follows:

[0006] In a first aspect, the present application provides a method for braking a rack train, comprising:

[0007] When the rack train is braking, if the rack train is in an electric braking mode and an electric braking fault occurs, a first target braking force is determined by the train control and management system, the traction control unit, and the brake control unit of the rack train; the electric braking mode is to brake the rack train entirely by electricity;

[0008] determining, in the rack train, a carriage having the electric brake fault as a target carriage, determining a second target braking force for the target carriage, and braking the rack train based on the first target braking force and the second target braking force;

[0009] If the rack railway train is in a non-electric braking mode or an emergency traction mode, the rack railway train is braked by the traction control unit and the braking control unit.

[0010] Optionally, determining the first target braking force by a train control and management system, a traction control unit, and a braking control unit of the rack train includes:

[0011] determining, by a train control and management system of the rack train, a total braking force currently required by the rack train and a current electric braking force of a traction control unit;

[0012] If the current electric braking force is less than the total braking force, the current electric braking force is sent to the train control and management system and the brake control unit respectively through the traction control unit of the rack train, and the total braking force is sent to the brake control unit through the train control and management system based on a control network;

[0013] The current electric braking force and the total braking force are received by the brake control unit, so that the brake control unit determines a first target braking force based on the current electric braking force and the total braking force.

[0014] Optionally, determining the carriage having the electric brake fault in the rack train as a target carriage, determining a second target braking force for the target carriage, and braking the rack train based on the first target braking force and the second target braking force includes:

[0015] Determining a carriage having the electric brake fault among the carriages of the rack train, and determining the carriage having the electric brake fault as a target carriage;

[0016] determining a first friction braking force and a first air braking force of the target vehicle compartment, and adding the first friction braking force and the first air braking force to obtain a second target braking force;

[0017] If the second target braking force is not less than the first target braking force, braking the rack train based on the current electric braking force and the second target braking force;

[0018] If the second target braking force is less than the first target braking force, a carriage other than the target carriage is determined among the carriages, and the second friction braking force and the second air braking force of the carriages other than the target carriage are determined, the second friction braking force and the second air braking force are added to obtain a third target braking force, and the rack train is braked based on the current electric braking force, the second target braking force and the third target braking force.

[0019] Optionally, if the rack train is in a non-electric braking mode or an emergency traction mode, braking the rack train by using the traction control unit and the braking control unit includes:

[0020] If the rack train is in a non-electric braking mode and the electric braking fault occurs, braking the rack train by using the current electric braking force of the traction control unit;

[0021] During the process of braking the rack train using the current electric braking force of the traction control unit, if the current speed of the rack train is within a preset speed range, reducing the current electric braking force based on a preset braking force reduction rate, and increasing the third friction braking force of the rack train based on a preset braking force increase rate, so as to brake the rack train using the gradually decreasing current electric braking force and the gradually increasing third friction braking force;

[0022] If the current electric braking force decreases to zero and the third friction braking force increases to a preset maximum friction braking force, band braking and adhesion braking are performed on the rack train.

[0023] Optionally, if the rack train is in a non-electric braking mode or an emergency traction mode, braking the rack train by using the traction control unit and the braking control unit includes:

[0024] If the rack train is in the emergency traction mode and the electric brake fault does not exist, the rack train is electrically braked using the preset maximum electric brake force of the traction control unit, and an electric brake force signal is sent to the brake control units of each carriage of the rack train via a hard line, so that the brake control units prohibit friction braking of the rack train based on the received electric brake force signal; the electric brake force signal is a signal indicating that the rack train currently has electric brake force capability;

[0025] During the process of electrically braking the rack train by using the preset maximum electric braking force of the traction control unit, if the current speed of the rack train is equal to the preset speed, a preset braking operation is performed on the rack train.

[0026] Optionally, if the rack train is in a non-electric braking mode or an emergency traction mode, braking the rack train by using the traction control unit and the braking control unit includes:

[0027] If the rack train is in the emergency traction mode and the electric brake fault occurs, determining a current electric braking force of the traction control unit and determining a fourth friction braking force of the rack train, so as to perform electric braking and friction braking on the rack train based on the current electric braking force and the fourth friction braking force;

[0028] In performing electric braking and friction braking on the rack train, if the current speed of the rack train is equal to the preset speed, the preset braking operation is performed on the rack train.

[0029] Optionally, if the current speed of the rack train is equal to the preset speed, performing the preset braking operation on the rack train includes:

[0030] If the current speed of the rack train is equal to the preset speed, reducing the current electric braking force of the traction control unit;

[0031] The rack train is electrically braked by using a gradually decreasing electric braking force, and the rack train is subjected to band braking and adhesion braking by the brake control unit.

[0032] In a second aspect, the present application provides a braking device for a rack train, comprising:

[0033] a braking force determination module configured to determine a first target braking force through a train control and management system, a traction control unit, and a braking control unit of the rack train when the rack train is braking, if the rack train is in an electric braking mode and an electric braking fault occurs; the electric braking mode is to brake the rack train entirely by electricity;

[0034] a first train braking module, configured to determine, in the rack train, a carriage having the electric brake fault as a target carriage, determine a second target braking force for the target carriage, and brake the rack train based on the first target braking force and the second target braking force;

[0035] The second train braking module is configured to brake the rack train through the traction control unit and the braking control unit if the rack train is in a non-electric braking mode or an emergency traction mode.

[0036] In a third aspect, the present application provides an electronic device, comprising:

[0037] Memory, used to store computer programs;

[0038] The processor is configured to execute the computer program to implement the aforementioned rack train braking method.

[0039] In a fourth aspect, the present application provides a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, the aforementioned method for braking a rack train is implemented.

[0040] In the present application, when a cogwheel train is braking, if the cogwheel train is in electric braking mode and an electric brake fault occurs, a first target braking force is determined by the train control and management system, traction control unit, and brake control unit of the cogwheel train. The electric braking mode is braking the cogwheel train entirely by electricity. The cogwheel train identifies the car with the electric brake fault as a target car, determines a second target braking force for the target car, and brakes the cogwheel train based on the first and second target braking forces. If the cogwheel train is in non-electric braking mode or emergency traction mode, the cogwheel train is braked by the traction control unit and the brake control unit. As can be seen from the above, in the present application, when a cogwheel train is braking, if the train is in electric braking mode (i.e., braking entirely by electricity) and an electric brake fault occurs, the train control and management system, traction control unit, and brake control unit first jointly determine the first target braking force. Then, the car with the electric brake fault is identified as a target car, and a second target braking force for the target car is determined. Finally, the train is braked based on the first and second target braking forces. If the train is in non-electric braking mode or emergency traction mode, the traction control unit and the brake control unit brake the train. In this way, the present application can reasonably distribute the braking force when the electric brake of the rack train fails, thereby improving the braking effect of the rack train. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0042] Figure 1 This is a flow chart of a braking method for a rack railway train disclosed in this application;

[0043] Figure 2 This is a schematic diagram of electric brake exit of a rack railway train disclosed in this application;

[0044] Figure 3 This is a flowchart of a specific braking method for a rack railway train disclosed in this application;

[0045] Figure 4 This is a schematic structural diagram of a braking device for a rack railway train disclosed in this application;

[0046] Figure 5 This is a structural diagram of an electronic device disclosed in this application. DETAILED DESCRIPTION

[0047] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0048] Currently, when the traction system of an urban rail vehicle fails, the train network control system can calculate the braking force demand and coordinate electric braking and air braking, but the rack train has a unique braking system structure, which has multiple methods such as electric braking, belt braking and adhesion braking. Among them, belt braking, as a pure rack brake, is significantly different from the braking method of urban rail vehicles and is only applied under specific working conditions; rack electric braking and adhesion electric braking are also different from the application scenarios of electric braking of urban rail vehicles. At present, there are relatively few commonly used braking force control methods for rack vehicles under fault conditions in China. Once a rack train has a partial rack electric brake failure or needs to enter an emergency traction condition, the lack of an effective control method may result in the train being unable to brake and stop smoothly on a super-large slope. To this end, the present application provides a braking method, device, equipment and storage medium for a rack train, which can improve the braking effect of the rack train.

[0049] See also Figure 1 As shown, an embodiment of the present invention discloses a braking method for a rack train, comprising:

[0050] Step S11: When the rack train brakes, if the rack train is in an electric braking mode and an electric braking fault occurs, a first target braking force is determined by the train control and management system, the traction control unit, and the braking control unit of the rack train; the electric braking mode is to brake the rack train entirely by electricity.

[0051] In this embodiment, it should be noted that the electric braking (EB0) mode of the rack train relies entirely on electricity to brake the train. When the rack train requires braking, if the train is in electric braking mode and an electric braking fault occurs, the rack train's Train Control and Management System (TCMS) first determines the total braking force currently required by the train. The TCMS comprehensively considers various factors, including the train's operating speed, load, track gradient, and braking distance requirements. Using a pre-set algorithm model, the TCMS calculates the total braking force required to ensure a safe and smooth stop. Simultaneously, the TCMS also obtains the current electric braking force of the traction control unit (DCU) in real time. This electric braking force data reflects the actual braking force available under the current conditions.

[0052] In one specific embodiment, if the traction control unit's current electric braking force is found to be less than the train's required total braking force, a supplementary braking method, such as mechanical braking, may be activated. In this case, the traction control unit transmits the current electric braking force data to the train control and management system and the brake control unit (BCU) for coordinated operation. Simultaneously, the train control and management system transmits the calculated total braking force data to the brake control unit via the control network, providing a basis for the brake control unit to determine the first target braking force.

[0053] After receiving the current electric braking force and total braking force, the brake control unit analyzes and processes these two data points. Specifically, the brake control unit calculates the difference between the total braking force and the current electric braking force to determine the required braking force from auxiliary braking methods such as mechanical braking. This difference is the first target braking force. This first target braking force serves as a key parameter for the brake control unit to control mechanical braking action, ensuring that the auxiliary braking system can provide accurate braking force to compensate for the shortcomings of electric braking.

[0054] Step S12: Determine the carriage with the electric brake fault in the rack train as a target carriage, determine a second target braking force for the target carriage, and brake the rack train based on the first target braking force and the second target braking force.

[0055] In this embodiment, during the braking process of the rack train, after determining the first target braking force, it is necessary to further precisely control the car with the electric brake fault to ensure the reliability of the overall braking performance of the train. First, among the cars of the rack train, the car with the electric brake fault is determined and designated as the target car.

[0056] After determining the target car, it is necessary to further determine the second target braking force for that target car. Specifically, the first friction braking force and the first air braking force of the target car are determined and then added together to obtain the second target braking force. The first friction braking force refers to the braking force provided by the friction braking system of the target car and is closely related to factors such as the friction coefficient of the friction material, brake cylinder pressure, and the radius of the brake disc or wheel. The first air braking force refers to the braking force provided by the air braking system of the target car and is determined by parameters such as air pressure and brake cylinder piston area.

[0057] Furthermore, the second target braking force is compared with the first target braking force to determine the subsequent braking strategy. If the second target braking force is not less than the first target braking force, it indicates that the target car can meet the demand for supplementary electric braking by relying solely on its own friction braking and air braking. In this case, the rack train is braked based on the current electric braking force and the second target braking force. Specifically, the train control and management system sends instructions to the braking control unit of the target car, controlling the friction braking system and the air braking system to operate according to the calculated first friction braking force and the first air braking force, while maintaining the electric braking systems of other normal cars to jointly achieve the train's braking target.

[0058] In a specific embodiment, if the second target braking force is less than the first target braking force, it indicates that the target car's own braking capacity is insufficient to fully compensate for the lack of electric braking, and additional braking force is required from other normal cars. In this case, cars other than the target car are identified among the cars, and the second friction braking force and second air braking force of these cars other than the target car are determined. The second friction braking force and the second air braking force are added together to obtain a third target braking force. The calculation principles for the second friction braking force and the second air braking force are similar to those for the target car.

[0059] This hierarchical control strategy, based on the braking capabilities of the target car and other cogwheel train cars, fully utilizes the braking resources of each cogwheel train car, maximizing braking performance and operational safety in the event of an electric brake failure. Furthermore, by calculating and rationally allocating braking force across each car, wheel wear during braking is reduced, extending the service life of the brake system and lowering cogwheel train maintenance costs.

[0060] Step S13: If the rack railway train is in a non-electric braking mode or an emergency traction mode, the rack railway train is braked by the traction control unit and the braking control unit.

[0061] In this embodiment, when the rack train requires braking, the non-electric braking mode and emergency traction mode are two special operating states that require specific braking strategies to ensure safe braking of the train. Specifically, if the rack train is in non-electric braking mode or emergency traction mode, the traction control unit and the brake control unit will brake the rack train. Braking the rack train can be divided into three scenarios.

[0062] Specifically, in one embodiment, when the rack train is in a non-electric braking mode and an electric brake fault occurs, the electric brake system is not functioning properly, and the rack train needs to be braked using the current electric braking force of the traction control unit. Despite the electric brake system fault, in some cases, the traction control unit may still provide a certain residual electric braking force, which can be used as an auxiliary braking force to participate in the train's braking process and provide some assistance in decelerating the train.

[0063] During the process of braking the rack train by the current electric braking force of the traction control unit, if the current speed of the rack train is within the preset speed range, a smooth switching of the braking force is required to ensure the smoothness and comfort of the braking process. Figure 2 As shown, the current electric braking force is reduced based on a preset braking force reduction rate, and the third friction braking force of the rack train is increased based on a preset braking force increase rate, so as to brake the rack train using the gradually decreasing current electric braking force and the gradually increasing third friction braking force. Figure 2 The smooth switching of braking force, namely "braking force in addition to electric braking force", can avoid train impulse caused by sudden changes in braking force.

[0064] Furthermore, in this embodiment, if the current electric braking force decreases to zero and the third friction braking force increases to the preset maximum friction braking force, the electric brake has been completely disengaged, and the rack train must now be subjected to both band braking and adhesion braking. Band braking utilizes the friction between the brake band and the brake wheel to achieve braking, and is characterized by high braking force and reliability. Adhesion braking, on the other hand, utilizes the adhesion friction between the wheels and the rails to achieve braking, and is one of the primary methods of train braking. In this scenario, band braking and adhesion braking work together to ensure the train can stop safely in the event of an electric brake failure.

[0065] In another specific embodiment, when the rack train is in emergency traction mode and no electric brake failure occurs, the train needs to rapidly decelerate to respond to the emergency. In this case, the rack train is electrically braked using the preset maximum electric brake force of the traction control unit, and an electric brake force signal (i.e., an ED-OK signal) is hardwired to the brake control units of each carriage of the rack train, so that the brake control units prohibit friction braking of the rack train based on the received electric brake force signal. The electric brake force signal indicates that the rack train currently has electric brake force capability. In emergency traction mode, prioritizing electric braking can fully utilize its advantages of fast response speed and high braking force to quickly reduce the train's speed.

[0066] It should be noted that, during the process of electrically braking the rack train by using the preset maximum electric braking force of the traction control unit, if the current speed of the rack train is equal to the preset speed, a preset braking operation is performed on the rack train.

[0067] In a third specific embodiment, when the rack train is in the emergency traction mode and an electric brake fault occurs, the situation becomes more complex. In this case, it is necessary to determine the current electric braking force of the traction control unit and the fourth friction braking force of the rack train. Based on the current electric braking force and the fourth friction braking force, the rack train can be electrically and frictionally braked. In this case, due to a fault in the electric brake system, the electric braking force may be insufficient, necessitating the friction brake system to provide additional braking force to ensure safe deceleration in an emergency.

[0068] It should be noted that, during the electric braking and friction braking of the rack train, if the current speed of the rack train is equal to the preset speed, similar to the case where the rack train is in emergency traction mode and there is no electric braking fault, the preset braking operation is also performed on the rack train.

[0069] As can be seen from the above, in the present application, when the rack train is braking, if the train is in electric braking mode (i.e., braking entirely by electricity) and an electric braking fault occurs, the train control and management system, the traction control unit, and the braking control unit will first jointly determine a first target braking force; then the car with the electric braking fault will be determined as the target car, and the second target braking force for the target car will be determined; finally, the train will be braked based on the first target braking force and the second target braking force. If the train is in non-electric braking mode or emergency traction mode, the traction control unit and the braking control unit will brake the train. In this way, the present application can reasonably distribute the braking force when the rack train has an electric braking fault, thereby improving the braking effect of the rack train.

[0070] See also Figure 3 As shown, in the emergency traction mode of the rack train, in order to clarify the preset braking operation taken when the current speed of the rack train is equal to the preset speed, the embodiment of the present application further provides a specific braking method for the rack train, including:

[0071] Step S21: If the current speed of the rack railway train is equal to the preset speed, reduce the current electric braking force of the traction control unit.

[0072] In this embodiment, if the current speed of the rack train equals the preset speed, the current electric braking force of the traction control unit is reduced. Specifically, the traction control unit controls the rack frame electric brake to issue an electric brake fade-out signal and initiate a fade-out when the current speed of the rack train reaches the preset speed. The preset speed can be 3 kilometers per hour. The preset speed is typically set based on a combination of line conditions, train characteristics, and safety standards, typically within the low-speed operating range of the train, where electric braking efficiency gradually decreases and the stability advantage of mechanical braking becomes more pronounced. Furthermore, the reduction in electric braking force also follows a preset gradient curve.

[0073] Step S22: electrically braking the rack train using the gradually decreasing electric braking force, and performing belt braking and adhesion braking on the rack train through the brake control unit.

[0074] In this embodiment, the rack train is electrically braked using a gradually decreasing electric braking force, while the brake control unit applies both band braking and adhesive braking. This process achieves a smooth transition between electric and mechanical braking. When the electric braking force begins to decrease, the brake control unit simultaneously activates the band braking system and the adhesive braking system. Adhesion braking is applied according to the maximum common braking force of rack train AW2 (i.e., the fully loaded rack train).

[0075] The advantage of this composite braking strategy is that it fully utilizes the technical characteristics of different braking methods: electric braking provides efficient energy recovery at high speeds, reducing energy consumption; belt braking and adhesion braking provide reliable braking force at low speeds, ensuring parking safety.

[0076] As can be seen from the above, in this application, when a rack train is in emergency traction mode, if the current speed of the rack train is equal to the preset speed, the current electric braking force of the traction control unit is reduced, and the rack train is electrically braked using the gradually decreasing electric braking force. The brake control unit also applies belt braking and adhesion braking to the rack train. This phased, coordinated braking strategy allows the rack train to achieve safe and reliable braking switching at preset speeds in emergency traction mode, avoiding the limitations of a single braking method while improving the redundancy and fault tolerance of the entire braking system, providing a solid guarantee for safe braking of the rack train.

[0077] Accordingly, see Figure 4 As shown, an embodiment of the present application provides a braking device for a rack train, comprising:

[0078] a braking force determination module 11 for determining a first target braking force through a train control and management system, a traction control unit, and a braking control unit of the rack train when the rack train is braking, if the rack train is in an electric braking mode and an electric braking fault occurs; the electric braking mode is to brake the rack train entirely by electricity;

[0079] a first train braking module 12, configured to determine, in the rack train, a carriage having the electric brake fault as a target carriage, determine a second target braking force for the target carriage, and brake the rack train based on the first target braking force and the second target braking force;

[0080] The second train braking module 13 is configured to brake the rack train through the traction control unit and the braking control unit if the rack train is in a non-electric braking mode or an emergency traction mode.

[0081] As can be seen from the above, in the present application, when the rack train is braking, if the train is in electric braking mode (i.e., braking entirely by electricity) and an electric braking fault occurs, the train control and management system, the traction control unit, and the braking control unit will first jointly determine a first target braking force; then the car with the electric braking fault will be determined as the target car, and the second target braking force for the target car will be determined; finally, the train will be braked based on the first target braking force and the second target braking force. If the train is in non-electric braking mode or emergency traction mode, the traction control unit and the braking control unit will brake the train. In this way, the present application can reasonably distribute the braking force when the rack train has an electric braking fault, thereby improving the braking effect of the rack train.

[0082] In some specific implementations, the braking force determination module 11 specifically includes:

[0083] an electric braking force determination unit, configured to determine the total braking force currently required by the rack train through a train control and management system of the rack train, and to determine the current electric braking force of the traction control unit;

[0084] a braking force sending unit, configured to send the current electric braking force to the train control and management system and the braking control unit respectively via the traction control unit of the rack train if the current electric braking force is less than the total braking force, and to send the total braking force to the braking control unit via the train control and management system based on a control network;

[0085] The target braking force determining unit is configured to receive the current electric braking force and the total braking force through the braking control unit, so that the braking control unit determines a first target braking force based on the current electric braking force and the total braking force.

[0086] In some specific embodiments, the first train braking module 12 specifically includes:

[0087] a carriage determining unit, configured to determine, among the carriages of the rack train, a carriage having the electric brake fault, and determine the carriage having the electric brake fault as a target carriage;

[0088] a braking force adding unit, configured to determine a first friction braking force and a first air braking force of the target vehicle compartment, and add the first friction braking force and the first air braking force to obtain a second target braking force;

[0089] a first train braking unit, configured to brake the rack train based on the current electric braking force and the second target braking force if the second target braking force is not less than the first target braking force;

[0090] a second train braking unit, configured to, if the second target braking force is less than the first target braking force, determine a carriage other than the target carriage among the carriages, and determine a second friction braking force and a second air braking force for the carriages other than the target carriage, add the second friction braking force and the second air braking force to obtain a third target braking force, and brake the rack train based on the current electric braking force, the second target braking force, and the third target braking force.

[0091] In some specific embodiments, the second train braking module 13 specifically includes:

[0092] an electric braking unit, configured to brake the rack train by using the current electric braking force of the traction control unit if the rack train is in a non-electric braking mode and the electric braking fault occurs;

[0093] a third train braking unit configured to, during a process of braking the rack train using the current electric braking force of the traction control unit, reduce the current electric braking force based on a preset braking force reduction rate and increase a third friction braking force of the rack train based on a preset braking force increase rate if a current speed of the rack train is within a preset speed range, so as to brake the rack train using the gradually decreasing current electric braking force and the gradually increasing third friction braking force;

[0094] The fourth train braking unit is configured to perform belt braking and adhesion braking on the rack train if the current electric braking force decreases to zero and the third friction braking force increases to a preset maximum friction braking force.

[0095] In some specific embodiments, the second train braking module 13 specifically includes:

[0096] a signal sending unit configured to, if the rack train is in an emergency traction mode and the electric brake fault does not exist, electrically brake the rack train using a preset maximum electric brake force of the traction control unit, and send an electric brake force signal to a brake control unit of each carriage of the rack train via a hard line, so that the brake control unit prohibits friction braking of the rack train based on the received electric brake force signal; the electric brake force signal being a signal indicating that the rack train currently has electric brake force capability;

[0097] The fifth train braking unit is configured to perform a preset braking operation on the rack train if the current speed of the rack train is equal to a preset speed during the process of electrically braking the rack train by using the preset maximum electric braking force of the traction control unit.

[0098] In some specific embodiments, the second train braking module 13 specifically includes:

[0099] a sixth train braking unit, configured to, if the rack train is in the emergency traction mode and the electric brake fault occurs, determine a current electric braking force of the traction control unit and determine a fourth friction braking force of the rack train, so as to perform electric braking and friction braking on the rack train based on the current electric braking force and the fourth friction braking force;

[0100] The seventh train braking unit is configured to perform the preset braking operation on the rack train if the current speed of the rack train is equal to the preset speed during the electric braking and friction braking of the rack train.

[0101] In some specific embodiments, the second train braking module 13 specifically includes:

[0102] a braking force reducing unit, configured to reduce a current electric braking force of the traction control unit if a current speed of the rack train is equal to the preset speed;

[0103] an eighth train braking unit, configured to electrically brake the rack train using a gradually decreasing electric braking force, and perform belt braking and adhesion braking on the rack train through the braking control unit.

[0104] Furthermore, the embodiment of the present application also discloses an electronic device, Figure 5 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 use of this application. 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 is used to store a computer program, which is loaded and executed by the processor 21 to implement the relevant steps of the rack train braking method disclosed in any of the aforementioned embodiments. In addition, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0105] 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 the external device. The communication protocol it follows is any communication protocol that can be applied to the technical solution of this application and is not specifically limited here; the input and output interface 25 is used to obtain external input data or output data to the outside world. Its specific interface type can be selected according to specific application needs and is not specifically limited here.

[0106] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or CD, etc. The resources stored thereon can include an operating system 221, a computer program 222, etc., and the storage method can be temporary storage or permanent storage.

[0107] The operating system 221 is used to manage and control the hardware devices and computer program 222 on the electronic device 20, and can be Windows Server, NetWare, Unix, Linux, etc. In addition to including a computer program capable of implementing the rack train braking method executed by the electronic device 20 as disclosed in any of the aforementioned embodiments, the computer program 222 may further include computer programs capable of implementing other specific tasks.

[0108] Furthermore, this application also discloses a computer-readable storage medium for storing a computer program; wherein, when executed by a processor, the computer program implements the aforementioned rack train braking method. The specific steps of this method can be referred to the corresponding contents disclosed in the aforementioned embodiments and will not be repeated here.

[0109] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from the other embodiments. Reference can be made to the descriptions of the identical or similar parts between the various embodiments. 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 of the methods.

[0110] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may 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.

[0111] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0112] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only 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 terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0113] The above is a detailed introduction to the technical solution provided by the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for those skilled in the art, according to the ideas of the present application, there may be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A method for braking a rack train, characterized in that: include: When the rack train is braking, if the rack train is in an electric braking mode and an electric braking fault occurs, a first target braking force is determined by a train control and management system, a traction control unit, and a braking control unit of the rack train; The electric braking mode is to brake the rack train entirely by electricity; determining, in the rack train, a carriage having the electric brake fault as a target carriage, determining a second target braking force for the target carriage, and braking the rack train based on the first target braking force and the second target braking force; If the rack railway train is in a non-electric braking mode or an emergency traction mode, the rack railway train is braked by the traction control unit and the braking control unit.

2. The method for braking a rack train according to claim 1, wherein: The determining of the first target braking force by a train control and management system, a traction control unit, and a brake control unit of the rack train includes: determining, by a train control and management system of the rack train, a total braking force currently required by the rack train and a current electric braking force of a traction control unit; If the current electric braking force is less than the total braking force, the current electric braking force is sent to the train control and management system and the brake control unit respectively through the traction control unit of the rack train, and the total braking force is sent to the brake control unit through the train control and management system based on a control network; The current electric braking force and the total braking force are received by the brake control unit, so that the brake control unit determines a first target braking force based on the current electric braking force and the total braking force.

3. The braking method for a rack railway train according to claim 2, characterized in that: The method of determining, in the rack train, a carriage having the electric brake fault as a target carriage, determining a second target braking force for the target carriage, and braking the rack train based on the first target braking force and the second target braking force includes: Determining a carriage having the electric brake fault among the carriages of the rack train, and determining the carriage having the electric brake fault as a target carriage; determining a first friction braking force and a first air braking force of the target vehicle compartment, and adding the first friction braking force and the first air braking force to obtain a second target braking force; If the second target braking force is not less than the first target braking force, braking the rack train based on the current electric braking force and the second target braking force; If the second target braking force is less than the first target braking force, a carriage other than the target carriage is determined among the carriages, and the second friction braking force and the second air braking force of the carriages other than the target carriage are determined, the second friction braking force and the second air braking force are added to obtain a third target braking force, and the rack train is braked based on the current electric braking force, the second target braking force and the third target braking force.

4. The method for braking a rack train according to claim 1, wherein: If the rack train is in a non-electric braking mode or an emergency traction mode, braking the rack train by using the traction control unit and the braking control unit includes: If the rack train is in a non-electric braking mode and the electric braking fault occurs, braking the rack train by using the current electric braking force of the traction control unit; During the process of braking the rack train using the current electric braking force of the traction control unit, if the current speed of the rack train is within a preset speed range, reducing the current electric braking force based on a preset braking force reduction rate, and increasing the third friction braking force of the rack train based on a preset braking force increase rate, so as to brake the rack train using the gradually decreasing current electric braking force and the gradually increasing third friction braking force; If the current electric braking force decreases to zero and the third friction braking force increases to a preset maximum friction braking force, band braking and adhesion braking are performed on the rack train.

5. The method for braking a rack train according to claim 1, wherein: If the rack train is in a non-electric braking mode or an emergency traction mode, braking the rack train by using the traction control unit and the braking control unit includes: If the rack train is in the emergency traction mode and the electric brake fault does not exist, the rack train is electrically braked using the preset maximum electric brake force of the traction control unit, and an electric brake force signal is sent to the brake control units of each carriage of the rack train via a hard line, so that the brake control units prohibit friction braking of the rack train based on the received electric brake force signal; the electric brake force signal is a signal indicating that the rack train currently has electric brake force capability; During the process of electrically braking the rack train by using the preset maximum electric braking force of the traction control unit, if the current speed of the rack train is equal to the preset speed, a preset braking operation is performed on the rack train.

6. The method for braking a rack train according to claim 5, wherein: If the rack train is in a non-electric braking mode or an emergency traction mode, braking the rack train by using the traction control unit and the braking control unit includes: If the rack train is in the emergency traction mode and the electric brake fault occurs, determining a current electric braking force of the traction control unit and determining a fourth friction braking force of the rack train, so as to perform electric braking and friction braking on the rack train based on the current electric braking force and the fourth friction braking force; In performing electric braking and friction braking on the rack train, if the current speed of the rack train is equal to the preset speed, the preset braking operation is performed on the rack train.

7. The method for braking a rack train according to claim 6, wherein: If the current speed of the rack train is equal to the preset speed, performing the preset braking operation on the rack train includes: If the current speed of the rack train is equal to the preset speed, reducing the current electric braking force of the traction control unit; The rack train is electrically braked by using a gradually decreasing electric braking force, and the rack train is subjected to band braking and adhesion braking by the brake control unit.

8. A braking device for a rack train, characterized in that: include: a braking force determination module configured to determine a first target braking force through a train control and management system, a traction control unit, and a braking control unit of the rack train when the rack train is braking, if the rack train is in an electric braking mode and an electric braking fault occurs; the electric braking mode is to brake the rack train entirely by electricity; a first train braking module, configured to determine, in the rack train, a carriage having the electric brake fault as a target carriage, determine a second target braking force for the target carriage, and brake the rack train based on the first target braking force and the second target braking force; The second train braking module is configured to brake the rack train through the traction control unit and the braking control unit if the rack train is in a non-electric braking mode or an emergency traction mode.

9. An electronic device, characterized in that: include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the braking method for a rack railway train according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that Used to store a computer program; wherein, when the computer program is executed by a processor, the braking method for a rack railway train according to any one of claims 1 to 7 is implemented.

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