A braking method, device, equipment and storage medium of a rack railway train

Abstract

The application discloses a rack train braking method, device, equipment and storage medium, and relates to the field of track traffic. When the rack train brakes, if the rack train is in an electric braking mode and an electric braking fault exists, 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 that the rack train is completely braked by electricity. A car compartment in which the electric braking fault exists in the rack train is determined as a target car compartment, a second target braking force of the target car compartment is determined, and the rack train is braked based on the first target braking force and the second target braking force. If the rack train is in a non-electric braking mode or an emergency traction mode, the rack train is braked by the traction control unit and the braking control unit. Therefore, the application can improve the braking effect of the rack train.

Description

Technical Field

[0001] This 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 Technology

[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, the braking control technology for rack and pinion trains still needs improvement.

[0003] When a traction system failure occurs in an urban rail vehicle, although the train network control system can calculate braking force requirements and coordinate electric and air braking, rack trains have a unique braking system configuration, employing multiple methods such as electric braking, band braking, and adhesion braking. Among these, band 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 electric braking and adhesion electric braking also differ from the application scenarios of electric braking in urban rail vehicles. Currently, there are relatively few commonly used braking force control methods for rack trains under fault conditions in China. If a rack train experiences partial rack electric braking failure or needs to enter an emergency traction situation, the lack of effective control methods may prevent the train from braking smoothly to a stop on extremely steep gradients.

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

[0005] In view of this, the purpose of this invention is to provide a braking method, device, equipment, and storage medium for a rack train, which can improve the braking effect of the rack train. The specific solution is as follows: In a first aspect, this application provides a braking method for a rack train, comprising: When the rack train brakes, if the rack train is in electric braking mode and there is an electric braking fault, the first target braking force is determined by the rack train's train control and management system, traction control unit, and braking control unit; the electric braking mode is to brake the rack train entirely by electricity. In the rack train, the car with the electric braking fault is identified as the target car, a second target braking force of the target car is determined, and the rack train is braked based on the first target braking force and the second target braking force. If the rack train is in non-electric braking mode or emergency traction mode, the rack train is braked by the traction control unit and the braking control unit.

[0006] Optionally, determining the first target braking force through the train control and management system, traction control unit, and braking control unit of the rack train includes: The total braking force required by the rack train is determined by the train control and management system of the rack train, and the current electric braking force of the traction control unit is determined. 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 braking control unit respectively through the traction control unit of the rack train, and the total braking force is sent to the braking control unit through the train control and management system based on the control network. The braking control unit receives the current electric braking force and the total braking force so that it can determine a first target braking force based on the current electric braking force and the total braking force.

[0007] Optionally, the step of identifying the car with the electric braking fault in the rack train as the target car, determining the second target braking force of the target car, and braking the rack train based on the first target braking force and the second target braking force includes: In each car of the rack train, the car with the electric brake malfunction is identified and designated as the target car. The first friction braking force and the first air braking force of the target carriage are determined, and the first friction braking force and the first air braking force are added together to obtain the second target braking force; If the second target braking force is not less than the first target braking force, then the rack train is braked 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, then a car other than the target car is determined in each of the cars, and a second friction braking force and a second air braking force of the car 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, and the rack train is braked based on the current electric braking force, the second target braking force and the third target braking force.

[0008] Optionally, if the rack train is in non-electric braking mode or emergency traction mode, braking of the rack train is performed through the traction control unit and the braking control unit, including: If the rack train is in non-electric braking mode and there is an electric braking fault, the rack train will be braked by the current electric braking force of the traction control unit. During the braking process of the rack train by the current electric braking force of the traction control unit, if the current speed of the rack train is within a preset speed range, the current electric braking force is reduced based on the preset braking force reduction rate, and the third friction braking force of the rack train is increased based on the preset braking force increase rate, so as to brake the rack train by 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 frictional braking force increases to the preset maximum frictional braking force, then the rack train will be subjected to band braking and adhesion braking.

[0009] Optionally, if the rack train is in non-electric braking mode or emergency traction mode, braking of the rack train is performed through the traction control unit and the braking control unit, including: If the rack train is in emergency traction mode and there is no electric braking fault, the rack train is electrically braked by the preset maximum electric braking force of the traction control unit, and the electric braking force signal is sent to the braking control unit of each car of the rack train via a hard wire, so that the braking control unit prohibits friction braking of the rack train based on the received electric braking force signal; the electric braking force signal is a signal that indicates that the rack train currently has electric braking force capability; During the process of electrically braking the rack train by 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, then the preset braking operation is performed on the rack train.

[0010] Optionally, if the rack train is in non-electric braking mode or emergency traction mode, braking of the rack train is performed through the traction control unit and the braking control unit, including: If the rack train is in the emergency traction mode and there is an electric braking failure, the current electric braking force of the traction control unit is determined, and the fourth friction braking force of the rack train is determined, 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. 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, then the preset braking operation is performed on the rack train.

[0011] Optionally, the step of performing the preset braking operation on the rack train if the current speed of the rack train is equal to the preset speed includes: If the current speed of the rack train is equal to the preset speed, reduce the current electric braking force of the traction control unit; The rack train is electrically braked using a gradually decreasing electric braking force, and the rack train is subjected to band braking and adhesion braking through the braking control unit.

[0012] Secondly, this application provides a braking device for a rack train, comprising: The braking force determination module is used to determine a first target braking force when the rack train is braking, if the rack train is in electric braking mode and there is an electric braking fault, through the train control and management system, traction control unit and braking control unit of the rack train; the electric braking mode is to brake the rack train entirely by electricity; The first train braking module is used to identify the carriage with the electric braking fault in the rack train as the target carriage, determine the second target braking force of 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 used to brake the rack train through the traction control unit and the braking control unit if the rack train is in non-electric braking mode or emergency traction mode.

[0013] Thirdly, this application provides an electronic device, comprising: Memory, used to store computer programs; A processor is used to execute the computer program to implement the aforementioned braking method for a rack train.

[0014] Fourthly, this application provides a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned braking method for a rack train.

[0015] In this application, when a rack train brakes, if the rack train is in electric braking mode and an electric braking fault occurs, a first target braking force is determined by the rack train's train control and management system, traction control unit, and braking control unit. The electric braking mode involves braking the rack train entirely with electricity. The car with the electric braking fault is identified as the target car, and a second target braking force for that target car is determined. The rack train is then braked based on the first and second target braking forces. If the rack train is in non-electric braking mode or emergency traction mode, the rack train is braked by the traction control unit and the braking control unit. Therefore, in this application, when a rack train brakes, if the train is in electric braking mode (i.e., braking entirely with electricity) and an electric braking fault occurs, the train control and management system, traction control unit, and braking control unit jointly determine the first target braking force. Then, the car with the electric braking fault is identified as the target car, and a second target braking force for that 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 braking control unit will brake the train. In this way, this application can rationally distribute braking force when the electric brake of the rack train fails, thereby improving the braking effect of the rack train. Attached Figure Description

[0016] 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.

[0017] Figure 1 This is a flowchart of a braking method for a rack train disclosed in this application; Figure 2 This is a schematic diagram of the electric brake disengagement of a rack train disclosed in this application; Figure 3 This application discloses a specific braking method for a rack train. Figure 4 This is a schematic diagram of the braking device structure of a rack train disclosed in this application; Figure 5 This is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0018] 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.

[0019] Currently, while the train network control system of urban rail vehicles can calculate braking force requirements and coordinate electric and air braking when the traction system fails, rack trains have a unique braking system configuration, employing multiple methods such as electric braking, band braking, and adhesion braking. Among these, band 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 electric braking and adhesion electric braking also differ from the application scenarios of electric braking in urban rail vehicles. Currently, there are relatively few commonly used braking force control methods for rack trains under fault conditions in China. Once a rack train experiences partial rack electric braking failure or needs to enter an emergency traction situation, the lack of effective control methods may prevent the train from braking smoothly to a stop on extremely steep gradients. Therefore, this application provides a braking method, device, equipment, and storage medium for rack trains, which can improve the braking effect of rack trains.

[0020] See Figure 1 As shown, an embodiment of the present invention discloses a braking method for a rack train, comprising: Step S11: When the rack train brakes, if the rack train is in electric braking mode and there is an electric braking fault, the first target braking force is determined by the rack train control and management system, traction control unit and braking control unit; the electric braking mode is to brake the rack train entirely by electricity.

[0021] In this embodiment, it should first be noted that the electric braking (EB0, Electric Braking0) mode of the rack train is a working mode that relies entirely on electricity to brake the rack train. When the rack train needs to brake, if the rack train is in electric braking mode and there is an electric braking fault, the total braking force required by the rack train is first determined by the train control and management system (TCMS). The TCMS comprehensively considers various factors such as the train's operating speed, load, track gradient, and braking distance requirements, and can calculate the total braking force required to ensure the train's safe and smooth stop using a preset algorithm model. At the same time, the TCMS also obtains the current electric braking force from the traction control unit (DCU) in real time. This electric braking force data reflects the actual braking force that can be provided under the current conditions.

[0022] In one specific implementation, if a comparison reveals that the current electric braking force of the traction control unit is less than the total braking force required by the train, auxiliary braking methods such as mechanical braking need to be activated to supplement it. In this case, the traction control unit will send the current electric braking force data to both the train control and management system and the brake control unit (BCU) to facilitate coordinated operation between the systems. Simultaneously, the train control and management system will send the calculated total braking force data to the brake control unit based on the control network, providing a basis for the brake control unit to determine the first target braking force.

[0023] 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 amount of braking force that needs to be provided by 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 the mechanical braking action, ensuring that the auxiliary braking system can provide accurate braking force to compensate for the inadequacy of electric braking.

[0024] Step S12: In the rack train, the car with the electric braking fault is identified as the target car, the second target braking force of the target car is determined, and the rack train is braked based on the first target braking force and the second target braking force.

[0025] In this embodiment, during the braking process of the rack train, after determining the first target braking force, it is necessary to further perform precise control on the cars with electric braking faults to ensure the reliability of the overall braking performance of the train. First, among the cars of the rack train, the cars with electric braking faults are identified and designated as target cars.

[0026] After identifying the target carriage, it is necessary to further determine the second target braking force. Specifically, the first friction braking force and the first air braking force of the target carriage are determined, and then added together to obtain the second target braking force. The first friction braking force refers to the braking force that the friction braking system of the target carriage can provide, and it is closely related to factors such as the friction coefficient of the friction material, the brake cylinder pressure, and the radius of the brake disc or wheel. The first air braking force refers to the braking force that the air braking system of the target carriage can provide, and its magnitude depends on parameters such as air pressure and brake cylinder piston area.

[0027] 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 need to supplement the insufficient 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 to control the friction braking system and air braking system to operate according to the calculated first friction braking force and first air braking force, while maintaining the electric braking system of other normal cars to continue working, jointly achieving the train's braking target.

[0028] In one specific implementation, if the second target braking force is less than the first target braking force, it indicates that the braking capacity of the target carriage itself is insufficient to completely compensate for the inadequacy of the electric braking, and other normal carriages are required to provide additional braking force. In this case, carriages other than the target carriage are identified, and the second friction braking force and the second air braking force of these other carriages are determined. The second friction braking force and the second air braking force are added together to obtain the 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 carriage.

[0029] This hierarchical control strategy, based on the braking capabilities of the target car and other cars in the rack train (excluding the target car), can fully utilize the braking resources of each car in the rack train, maximizing the braking performance and operational safety of the rack train in the event of an electric brake failure. Simultaneously, by calculating and rationally distributing the braking force of each car, it can also reduce wheel wear during braking, extend the service life of the braking system, and lower the maintenance costs of the rack train.

[0030] Step S13: If the rack train is in non-electric braking mode or emergency traction mode, the rack train is braked by the traction control unit and the braking control unit.

[0031] In this embodiment, when the rack train needs to brake, the non-electric braking mode and the emergency traction mode are two special operating states, requiring specific braking strategies to ensure safe braking of the train. That is, if the rack train is in non-electric braking mode or emergency traction mode, the traction control unit and the braking control unit brake the rack train. At this time, the braking of the rack train can be divided into three cases.

[0032] Specifically, in one embodiment, when the rack train is in non-electric braking mode and an electric braking fault exists, the electric braking system cannot function properly. In this case, the rack train needs to be braked using the current electric braking force from the traction control unit. Although the electric braking system is faulty, under certain circumstances, the traction control unit may still provide some residual electric braking force. This braking force can serve as auxiliary braking force in the train's braking process, providing some assistance in decelerating the train.

[0033] During the braking of 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, a smooth switching of braking force is required to ensure the smoothness and comfort of the braking process. Specifically, see... 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 by using the gradually decreasing current electric braking force and the gradually increasing third friction braking force. The third friction braking force is... Figure 2 The smooth switching of braking force, which includes "braking force other than electric braking force", can avoid train jerking caused by sudden changes in braking force.

[0034] Furthermore, in this embodiment, if the current electric braking force decreases to zero and the third frictional braking force increases to the preset maximum frictional braking force, it indicates that the electric braking has completely disengaged. At this point, band braking and adhesion braking are required for the rack and pinion train. Band braking is a braking method that utilizes the friction between the brake band and the brake wheel, characterized by high braking force and high reliability. Adhesion braking, on the other hand, achieves braking through the adhesive friction between the wheels and the rail, and is one of the main braking methods for trains. In this situation, band braking and adhesion braking work together to ensure that the train can stop safely in the event of an electric braking failure.

[0035] In another specific embodiment, when the rack train is in emergency traction mode and there is no electric braking fault, the train needs to decelerate rapidly to cope with the emergency. At this time, the rack train is electrically braked using the preset maximum electric braking force of the traction control unit, and an electric braking force signal (i.e., the ED-OK signal) is sent via hard wire to the braking control units of each car of the rack train. This allows the braking control units to prohibit friction braking of the rack train based on the received electric braking force signal. The electric braking force signal is a signal indicating that the rack train currently possesses electric braking capability. In emergency traction mode, prioritizing the use of electric braking can fully utilize its advantages of fast response and large braking force to quickly reduce the train's speed.

[0036] It should be noted that during the process of electrically braking the rack train by 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, then the preset braking operation is performed on the rack train.

[0037] In the third specific embodiment, the situation is more complex when the rack train is in the emergency traction mode and the electric braking failure exists. 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, so as to apply electric braking and friction braking to the rack train based on the current electric braking force and the fourth friction braking force. In this situation, due to the failure of the electric braking system, the electric braking force may be insufficient, therefore the friction braking system needs to provide additional braking force to ensure that the train can safely decelerate in an emergency.

[0038] 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.

[0039] As can be seen from the above, in this application, when a rack train applies brakes, if the train is in electric braking mode (i.e., braking entirely by electricity) and an electric braking failure occurs, the train control and management system, traction control unit, and brake control unit jointly determine the first target braking force. Then, the car with the electric braking failure is identified as the target car, and a second target braking force for that 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 brake control unit brake the train. In this way, this application can rationally distribute braking force when the rack train experiences an electric braking failure, thereby improving the braking effect of the rack train.

[0040] See Figure 3 As shown, in the emergency traction mode of a rack train, in order to determine the preset braking operation to be taken when the current speed of the rack train equals the preset speed, this application embodiment further provides a specific braking method for a rack train, including: Step S21: If the current speed of the rack train is equal to the preset speed, reduce the current electric braking force of the traction control unit.

[0041] In this embodiment, 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. That is, the traction control unit controls the rack train's electric braking to issue an electric braking fade-out signal and begin fading 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 usually set comprehensively based on track conditions, train characteristics, and safety standards, and is generally within the train's low-speed operating range. At this speed, the efficiency of electric braking gradually decreases, while the stability advantage of mechanical braking becomes more pronounced. Furthermore, the reduction of the electric braking force also follows a preset gradient curve.

[0042] Step S22: Apply electric braking to the rack train using gradually decreasing electric braking force, and apply band braking and adhesion braking to the rack train through the braking control unit.

[0043] In this embodiment, the rack train is electrically braked using a gradually decreasing electric braking force, and the rack train is subjected to band braking and adhesion braking by the braking control unit. This process achieves a smooth transition between electric braking and mechanical braking. When the electric braking force begins to decrease, the braking control unit simultaneously activates the band braking system and the adhesion braking system. Here, the adhesion braking is applied according to the maximum commonly used braking force under the rack train's AW2 load.

[0044] The advantage of this composite braking strategy lies in fully leveraging the technical characteristics of different braking methods: electric braking provides efficient energy recovery and reduces energy consumption at high speeds; band braking and adhesion braking provide reliable braking force at low speeds to ensure parking safety.

[0045] As can be seen from the above, in this application, in the emergency traction mode of the rack train, 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 rack train is then subjected to band braking and adhesion braking by the braking control unit. Through this phased, coordinated braking strategy, the rack train can achieve safe and reliable braking switching at the preset speed point in emergency traction mode. This avoids the limitations of a single braking method and improves the redundancy and fault tolerance of the entire braking system, providing a solid guarantee for the safe braking of the rack train.

[0046] Accordingly, see Figure 4 As shown, this application embodiment provides a braking device for a rack train, including: The braking force determination module 11 is used to determine a first target braking force when the rack train is braking, if the rack train is in electric braking mode and there is an electric braking fault, through the train control and management system, traction control unit and braking control unit of the rack train; the electric braking mode is to brake the rack train entirely by electricity. The first train braking module 12 is used to identify the carriage with the electric braking fault in the rack train as the target carriage, determine the second target braking force of 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 13 is used 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.

[0047] As can be seen from the above, in this application, when a rack train applies brakes, if the train is in electric braking mode (i.e., braking entirely by electricity) and an electric braking failure occurs, the train control and management system, traction control unit, and brake control unit jointly determine the first target braking force. Then, the car with the electric braking failure is identified as the target car, and a second target braking force for that 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 brake control unit brake the train. In this way, this application can rationally distribute braking force when the rack train experiences an electric braking failure, thereby improving the braking effect of the rack train.

[0048] In some specific embodiments, the braking force determination module 11 specifically includes: An electric braking force determination unit is used to determine the total braking force currently required by the rack train through the train control and management system of the rack train, and to determine the current electric braking force of the traction control unit. A braking force transmitting unit is configured to, if the current electric braking force is less than the total braking force, transmit the current electric braking force to the train control and management system and the braking control unit respectively through the traction control unit of the rack train, and transmit the total braking force to the braking control unit through the train control and management system based on the control network. A target braking force determination 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 can determine a first target braking force based on the current electric braking force and the total braking force.

[0049] In some specific embodiments, the first train braking module 12 specifically includes: The car determination unit is used to determine, among the cars of the rack train, the car with the electric brake failure, and to determine the car with the electric brake failure as the target car. The braking force addition unit is used to determine the first friction braking force and the first air braking force of the target vehicle, and add the first friction braking force and the first air braking force to obtain the second target braking force; The first train braking unit is used 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. The second train braking unit is configured to, if the second target braking force is less than the first target braking force, determine a car other than the target car in each of the cars, determine the second friction braking force and the second air braking force of the car other than the target car, add the second friction braking force and the second air braking force to obtain the 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.

[0050] In some specific embodiments, the second train braking module 13 specifically includes: An electric braking unit is used to brake the rack train using the current electric braking force of the traction control unit if the rack train is in a non-electric braking mode and there is an electric braking fault. The third train braking unit is used to brake the rack train by the current electric braking force of the traction control unit. If the current speed of the rack train is within a preset speed range, the unit reduces the current electric braking force based on a preset braking force reduction rate and increases the third friction braking force of the rack train based on a preset braking force increase rate, so as to brake the rack train by using the gradually decreasing current electric braking force and the gradually increasing third friction braking force. The fourth train braking unit is used to apply band braking and adhesion braking to the rack train if the current electric braking force decreases to zero and the third friction braking force increases to the preset maximum friction braking force.

[0051] In some specific embodiments, the second train braking module 13 specifically includes: A signal transmitting unit is configured to, if the rack train is in emergency traction mode and there is no electric braking fault, apply electric braking to the rack train through the preset maximum electric braking force of the traction control unit, and send the electric braking force signal to the braking control unit of each car of the rack train via a hard wire, so that the braking control unit prohibits friction braking of the rack train based on the received electric braking force signal; the electric braking force signal is a signal indicating that the rack train currently has electric braking capability. The fifth train braking unit is used 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 electric braking of the rack train by the preset maximum electric braking force of the traction control unit.

[0052] In some specific embodiments, the second train braking module 13 specifically includes: The sixth train braking unit is used to determine the current electric braking force of the traction control unit and the fourth friction braking force of the rack train if the rack train is in the emergency traction mode and there is an electric braking fault, 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. The seventh train braking unit is used 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 electric braking and friction braking.

[0053] In some specific embodiments, the second train braking module 13 specifically includes: A braking force reduction unit is used to reduce the current electric braking force of the traction control unit if the current speed of the rack train is equal to the preset speed. The eighth train braking unit is used to apply electric braking to the rack train using gradually decreasing electric braking force, and to apply band braking and adhesion braking to the rack train through the braking control unit.

[0054] Furthermore, embodiments of this application also disclose 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 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 braking method of the rack train disclosed in any of the foregoing embodiments. Furthermore, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0055] 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.

[0056] 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.

[0057] 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 rack train braking method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 222 may further include computer programs capable of performing other specific tasks.

[0058] 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 braking method for a rack train. Specific steps of this method can be found in the corresponding content disclosed in the foregoing embodiments, and will not be repeated here.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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 braking method for a rack train, characterized in that, include: When the rack train brakes, if the rack train is in electric braking mode and there is an electric braking fault, the first target braking force is determined by the rack train's train control and management system, traction control unit, and braking control unit. The electric braking mode is to brake the rack train entirely using electricity; In the rack train, the car with the electric braking fault is identified as the target car, a second target braking force of the target car is determined, and the rack train is braked based on the first target braking force and the second target braking force. If the rack train is in non-electric braking mode or emergency traction mode, the rack train is braked by the traction control unit and the braking control unit. Wherein, if the rack train is in non-electric braking mode or emergency traction mode, braking of the rack train is performed through the traction control unit and the braking control unit, including: If the rack train is in non-electric braking mode and there is an electric braking fault, the rack train will be braked by the current electric braking force of the traction control unit. During the braking process of the rack train by the current electric braking force of the traction control unit, if the current speed of the rack train is within a preset speed range, the current electric braking force is reduced based on the preset braking force reduction rate, and the third friction braking force of the rack train is increased based on the preset braking force increase rate, so as to brake the rack train by 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 frictional braking force increases to the preset maximum frictional braking force, then the rack train will be subjected to band braking and adhesion braking.

2. The braking method for a rack train according to claim 1, characterized in that, The determination of the first target braking force through the train control and management system, traction control unit, and braking control unit of the rack train includes: The total braking force required by the rack train is determined by the train control and management system of the rack train, and the current electric braking force of the traction control unit is determined. 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 braking control unit respectively through the traction control unit of the rack train, and the total braking force is sent to the braking control unit through the train control and management system based on the control network. The braking control unit receives the current electric braking force and the total braking force so that it can determine a first target braking force based on the current electric braking force and the total braking force.

3. The braking method for a rack train according to claim 2, characterized in that, The step of identifying the car with the electric braking fault in the rack train as the target car, determining the second target braking force of the target car, and braking the rack train based on the first target braking force and the second target braking force includes: In each car of the rack train, the car with the electric brake malfunction is identified and designated as the target car. The first friction braking force and the first air braking force of the target carriage are determined, and the first friction braking force and the first air braking force are added together to obtain the second target braking force; If the second target braking force is not less than the first target braking force, then the rack train is braked 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, then a car other than the target car is determined in each of the cars, and a second friction braking force and a second air braking force of the car 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, 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 braking method for a rack train according to claim 1, characterized in that, If the rack train is in non-electric braking mode or emergency traction mode, the rack train is braked by the traction control unit and the braking control unit, including: If the rack train is in emergency traction mode and there is no electric braking fault, the rack train is electrically braked by the preset maximum electric braking force of the traction control unit, and the electric braking force signal is sent to the braking control unit of each car of the rack train via a hard wire, so that the braking control unit prohibits friction braking of the rack train based on the received electric braking force signal; the electric braking force signal is a signal that indicates that the rack train currently has electric braking force capability; During the process of electrically braking the rack train by 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, then the preset braking operation is performed on the rack train.

5. The braking method for a rack train according to claim 4, characterized in that, If the rack train is in non-electric braking mode or emergency traction mode, the rack train is braked by the traction control unit and the braking control unit, including: If the rack train is in the emergency traction mode and there is an electric braking failure, the current electric braking force of the traction control unit is determined, and the fourth friction braking force of the rack train is determined, 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. 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, then the preset braking operation is performed on the rack train.

6. The braking method for a rack train according to claim 5, characterized in that, The step of performing the preset braking operation on the rack train if the current speed of the rack train is equal to the preset speed includes: If the current speed of the rack train is equal to the preset speed, reduce the current electric braking force of the traction control unit; The rack train is electrically braked using a gradually decreasing electric braking force, and the rack train is subjected to band braking and adhesion braking through the braking control unit.

7. A braking device for a rack train, characterized in that, include: The braking force determination module is used to determine a first target braking force when the rack train is braking, if the rack train is in electric braking mode and there is an electric braking fault, through the train control and management system, traction control unit and braking control unit of the rack train; the electric braking mode is to brake the rack train entirely by electricity; The first train braking module is used to identify the carriage with the electric braking fault in the rack train as the target carriage, determine the second target braking force of 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 used to brake the rack train through the traction control unit and the braking control unit if the rack train is in non-electric braking mode or emergency traction mode. The second train braking module includes: An electric braking unit is used to brake the rack train using the current electric braking force of the traction control unit if the rack train is in a non-electric braking mode and there is an electric braking fault. The third train braking unit is used to brake the rack train by the current electric braking force of the traction control unit. If the current speed of the rack train is within a preset speed range, the unit reduces the current electric braking force based on a preset braking force reduction rate and increases the third friction braking force of the rack train based on a preset braking force increase rate, so as to brake the rack train by using the gradually decreasing current electric braking force and the gradually increasing third friction braking force. The fourth train braking unit is used to apply band braking and adhesion braking to the rack train if the current electric braking force decreases to zero and the third friction braking force increases to the preset maximum friction braking force.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the braking method of the rack train 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; wherein, when the computer program is executed by a processor, it implements the braking method of a rack train as described in any one of claims 1 to 6.

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