Vehicle braking control method and device, electronic equipment and train

Abstract

The invention provides a vehicle braking control method and device, electronic equipment and a train, and can be applied to the technical field of rail transit and artificial intelligence. The vehicle braking control method comprises the steps that in response to detected abnormal information of a vehicle, a braking type is determined based on a triggering type of the abnormal information, and the triggering type comprises a first type actively triggered by an object and a second type passively triggered by a system; under the condition that the braking type is hybrid braking, state information of the vehicle is determined based on the equipment information and the reference information, the hybrid braking comprises electric braking and air braking, and the state information indicates the satisfaction degree of the electric braking on the vehicle to execute emergency braking operation; and under the condition that the state information meets a preset conversion condition, the vehicle is controlled to be switched from hybrid braking to air braking based on braking information so as to execute air braking operation on the vehicle, and the braking information is determined based on the vehicle state information of the vehicle and traction equipment information in the equipment information.

Description

Technical Field

[0001] This disclosure relates to the fields of rail transit and artificial intelligence technology, specifically to a vehicle braking control method, device, electronic equipment, and train. Background Technology

[0002] In rainy or snowy weather, the wheel-rail adhesion coefficient of exposed tracks, whether on the ground or elevated, generally decreases. This makes trains prone to skidding during emergency braking, increasing braking distance and reducing safety. Related technologies addressing braking skidding and excessive braking distance primarily involve optimizing wheel-rail surface conditions through sand application, rail surface cleaning, and the use of friction modifiers; and improving the train's control system through enhanced anti-skid systems and power redistribution strategies. These methods, to some extent, reduce braking skidding and braking distance.

[0003] However, optimizing the wheel-rail surface condition has limited effect on improving wheel-rail adhesion performance and is prone to contaminating the rail surface. Improving the anti-skid system and power redistribution method requires real-time monitoring of the entire vehicle's condition, which is highly dependent on sensor accuracy and algorithm models, and poses risks of misjudgment and delay. In addition, the system is highly complex, with high maintenance costs and technical barriers. Summary of the Invention

[0004] In view of the above problems, this disclosure provides a vehicle braking control method, apparatus, device, storage medium, program product, and train.

[0005] According to a first aspect of this disclosure, a vehicle braking control method is provided, comprising: in response to detecting abnormal information of a vehicle, determining a braking type based on a triggering type of the abnormal information, wherein the triggering type includes a first type actively triggered by an object and a second type passively triggered by the system; in the case of hybrid braking, determining vehicle state information based on equipment information and reference information, wherein the hybrid braking includes electric braking and air braking, and the state information indicates the degree to which electric braking satisfies the vehicle's ability to perform emergency braking operations; and, if the state information satisfies preset switching conditions, controlling the vehicle to switch from hybrid braking to air braking based on the braking information to perform air braking operations on the vehicle, wherein the braking information is determined based on the vehicle state information and traction equipment information in the equipment information.

[0006] According to embodiments of this disclosure, determining the braking type based on the trigger type of abnormal information includes: determining the braking type as air braking when the trigger type is a first type, and determining the braking type as hybrid braking when the trigger type is a second type.

[0007] According to embodiments of this disclosure, determining vehicle status information based on device information and reference information includes: determining multiple differences between traction device information, vehicle status information, and conversion device information in the device information at different times in the current time period and their respective reference information; and combining multiple differences to determine status information.

[0008] According to embodiments of this disclosure, the multiple difference information includes first difference information corresponding to traction equipment information, second difference information corresponding to conversion equipment information, and state difference information corresponding to vehicle state information; combining multiple difference information to determine state information includes: weighting the first difference information, the second difference information, and the state difference information with their respective weights to obtain multiple weighted information; and using the sum of the multiple weighted information as the state information.

[0009] According to embodiments of this disclosure, the vehicle braking control method further includes: constructing an initial sliding mode control model using the preceding vehicle state information, the preceding traction equipment information, and initial parameters; updating the initial parameters based on the vehicle's mechanical characteristics and the traction equipment's equipment characteristics to obtain updated parameters; updating the initial state trajectory using the updated parameters to obtain a sliding mode control model, so as to input the vehicle state information and traction equipment information into the sliding mode control model to obtain braking information.

[0010] According to embodiments of this disclosure, the vehicle braking control method further includes: normalizing multiple sub-information in vehicle state information and traction equipment information at different times to obtain multiple processed information sets; determining the proportion and certainty of the multiple sub-information in the multiple processed information sets, wherein the certainty is determined based on the proportion; obtaining the difference information of the multiple sub-information between the multiple processed information sets and multiple weights of the multiple sub-information based on the certainty of each of the multiple sub-information; weighting the multiple sub-information separately using the multiple weights to obtain multiple weighted results, and obtaining braking information based on the multiple weighted results.

[0011] According to embodiments of this disclosure, the vehicle braking control method further includes: when the braking type is hybrid braking, simultaneously activating electric braking and air braking, and determining the respective braking force distribution information of electric braking and air braking based on the vehicle's deceleration to limit the impact rate within a preset range, wherein electric braking has a higher priority than air braking.

[0012] According to an embodiment of this disclosure, the vehicle braking control method further includes: updating braking force distribution information based on the difference between the current deceleration and the preset deceleration to obtain updated distribution information, so that the difference between the subsequent deceleration and the preset deceleration is less than or equal to a difference threshold.

[0013] A second aspect of this disclosure provides a vehicle braking control device, comprising: a type determination module, configured to determine a braking type based on a triggering type of the abnormal information in response to the detection of abnormal information of the vehicle, wherein the triggering type includes a first type actively triggered by an object and a second type passively triggered by the system; a state information determination module, configured to determine the state information of the vehicle based on equipment information and reference information when the braking type is hybrid braking, wherein the hybrid braking includes electric braking and air braking, and the state information indicates the degree to which electric braking satisfies the vehicle's ability to perform emergency braking operations; and a control module, configured to control the vehicle to switch from hybrid braking to air braking based on the braking information when the state information satisfies preset switching conditions, so as to perform air braking operations on the vehicle, wherein the braking information is determined based on the vehicle's state information and traction equipment information in the equipment information.

[0014] A third aspect of this disclosure provides an electronic device comprising: one or more processors; and a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors perform the methods described above.

[0015] A fourth aspect of this disclosure also provides a computer-readable storage medium having executable instructions stored thereon, which, when executed by a processor, cause the processor to perform the methods described above.

[0016] The fifth aspect of this disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0017] A sixth aspect of this disclosure also provides a train, comprising: a carriage; an electric braking device for performing electric braking operation on the carriage; an air braking device for performing air braking operation on the carriage; and a vehicle braking control device as described above.

[0018] According to the vehicle braking control method, device, equipment, storage medium, program product and train provided in this disclosure, since the braking type is flexibly determined based on the urgency of the active or passive triggering type of vehicle abnormal information, the hybrid braking using electric braking can be unrestricted by adhesion performance and will not cause contamination to the rail surface. On this basis, for hybrid braking situations, it can be determined whether the electric braking meets the emergency braking requirements based on equipment information and reference information. Once an electric braking failure is detected, a rapid response can be made to seamlessly switch the braking, avoiding the risks of misjudgment and delay, ensuring that the train still has sufficient braking capacity in the event of electric braking failure, and improving the fault tolerance and operational safety of the train system. Attached Figure Description

[0019] The above and other objects, features, and advantages of this disclosure will become clearer from the following description of embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0020] Figure 1 The illustration schematically depicts an application scenario of a vehicle braking control method, apparatus, device, storage medium, program product, and train according to embodiments of the present disclosure.

[0021] Figure 2 A flowchart illustrating a vehicle braking control method according to an embodiment of the present disclosure is shown schematically.

[0022] Figure 3 A schematic diagram of a vehicle braking control system according to an embodiment of the present disclosure is shown.

[0023] Figure 4 A schematic block diagram of a vehicle braking control device according to an embodiment of the present disclosure is shown.

[0024] Figure 5 A block diagram schematically illustrates an electronic device suitable for implementing a vehicle braking control method according to an embodiment of the present disclosure. Detailed Implementation

[0025] The embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0026] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0027] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0028] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0029] In the technical solution disclosed herein, the user information (including but not limited to user personal information, user image information, user device information, such as location information) and data (including but not limited to data used for analysis, stored data, and displayed data) involved are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, storage, use, processing, transmission, provision, disclosure, and application of related data all comply with relevant laws, regulations, and standards, necessary confidentiality measures have been taken, and they do not violate public order and good morals. Corresponding operation entry points are provided for users to choose to authorize or refuse.

[0030] In related technologies, for situations involving braking slippage and excessive braking distance, traditional methods of optimizing wheel-rail surface conditions have limited improvement on wheel-rail adhesion performance and are prone to contaminating the rail surface. Improving anti-skid systems and power redistribution methods requires real-time monitoring of the entire vehicle's condition, which is highly dependent on sensor accuracy and algorithm models, and carries the risk of misjudgment and delay. Furthermore, the system is highly complex, with high maintenance costs and technical barriers.

[0031] In view of the above, this disclosure provides a vehicle braking control method, apparatus, device, storage medium, program product, and train, comprising: in response to detecting abnormal information of a vehicle, determining a braking type based on the triggering type of the abnormal information, wherein the triggering type includes a first type actively triggered by an object and a second type passively triggered by the system; when the braking type is hybrid braking, determining vehicle state information based on equipment information and reference information, wherein the hybrid braking includes electric braking and air braking, and the state information indicates the degree to which electric braking satisfies the vehicle's emergency braking operation; and when the state information satisfies preset switching conditions, controlling the vehicle to switch from hybrid braking to air braking based on the braking information to perform air braking operation on the vehicle, wherein the braking information is determined based on the vehicle state information and traction equipment information in the equipment information.

[0032] According to the embodiments of this disclosure, since the braking type is flexibly determined based on the urgency of the vehicle abnormality information, whether it is actively or passively triggered, the hybrid braking using electric braking is not limited by adhesion performance and will not contaminate the rail surface. On this basis, for the hybrid braking situation, it can be determined whether the electric braking meets the emergency braking requirements by comprehensively considering equipment information and reference information. Once an electric braking failure is detected, a rapid response can be made to seamlessly switch the braking, avoiding the risks of misjudgment and delay, ensuring that the train still has sufficient braking capacity in the event of electric braking failure, and improving the fault tolerance and operational safety of the train system.

[0033] Figure 1 The illustration schematically depicts an application scenario of a vehicle braking control method, apparatus, device, storage medium, program product, and train according to embodiments of the present disclosure.

[0034] like Figure 1 As shown, the application scenario according to this embodiment may include a carriage 101, a braking device 110, a network 102, and a server 103. The network 102 serves as a medium for providing a communication link between the braking device 110 and the server 103. The network 102 may include various connection types, such as wired or wireless communication links or fiber optic cables, etc.

[0035] The carriage 101 can be a train formation unit. Each carriage 101 can be equipped with an independent braking device 110, which is responsible for the braking of the carriage. The braking device 110 can include an electric braking device and an air braking device. The carriages can exchange information through a network 102.

[0036] Electric braking can be regenerative braking or resistor braking, and can be used preferentially during normal train operation, with the advantages of energy saving and reduced wear. Air braking can be activated when electric braking is insufficient or fails, as a supplement or replacement. It uses compressed air to drive the brake cylinder, which pushes the brake shoes to rub against the wheels to generate braking force.

[0037] Server 103 can be a train control and management system, responsible for the control logic and decision-making at the vehicle level; receiving braking commands from the driver or automatic driving system; calculating the required braking force based on the train status (speed, load, track conditions, etc.); coordinating the distribution strategy of electric braking and air braking; and triggering emergency braking logic when electric braking failure is detected.

[0038] It should be noted that the vehicle braking control method provided in this embodiment can generally be executed by server 103. Correspondingly, the vehicle braking control device provided in this embodiment can generally be located in server 103. The vehicle braking control method provided in this embodiment can also be executed by a server or server cluster that is different from server 103 but can communicate with the vehicle compartment 101 and / or server 103. Correspondingly, the vehicle braking control device provided in this embodiment can also be located in a server or server cluster that is different from server 103 but can communicate with the vehicle compartment 101 and / or server 103.

[0039] It should be understood that Figure 1 The number of carriages, braking equipment, networks, and servers shown is merely illustrative. Any number of carriages, braking equipment, networks, and servers can be included depending on implementation needs.

[0040] Figure 2 A flowchart illustrating a vehicle braking control method according to an embodiment of the present disclosure is shown schematically.

[0041] like Figure 2 As shown, the vehicle braking control method of this embodiment may include operations S210 to S230.

[0042] In operation S210, in response to the detection of abnormal information about the vehicle, the braking type is determined based on the triggering type of the abnormal information, wherein the triggering type includes a first type actively triggered by the object and a second type passively triggered by the system.

[0043] In embodiments of this disclosure, the anomaly information can indicate that the train's current state is abnormal or that an abnormal state is about to occur. The first type can be actively triggered by different objects in different scenarios, including but not limited to passengers, drivers, and crew members. The second type can be passively triggered by the vehicle control system or the vehicle braking control system.

[0044] For example, if a passenger triggers emergency braking, the vehicle braking control system determines the current braking type to be air braking. Alternatively, if a loss of train integrity is detected, the vehicle braking control system determines the current braking type to be hybrid braking.

[0045] In operation S220, when the braking type is hybrid braking, the vehicle's status information is determined based on equipment information and reference information. Hybrid braking includes electric braking and air braking. The status information indicates the degree to which electric braking satisfies the vehicle's emergency braking operation.

[0046] In embodiments of this disclosure, the equipment information may include traction equipment information, conversion equipment information, and vehicle operating speed. Traction equipment information may include the motor current, motor voltage, and motor speed of the traction motor; conversion equipment information may be inverter status information, including parameters such as the inverter's output current, voltage, frequency, and temperature. Reference information may include reference thresholds or judgment conditions corresponding to the traction equipment information, conversion equipment information, and vehicle operating speed, respectively, used to determine the current vehicle status information.

[0047] For example, the real-time acquired traction equipment information, conversion equipment information, and operating speed are compared with their respective thresholds to obtain information comparison results at multiple times; the comparison results at multiple times are accumulated over time to obtain continuous and stable vehicle status information; and the output level of the digital output module is set according to the vehicle status information.

[0048] It is understandable that a high level indicates that the system is powered normally and emergency braking has not been triggered. When the braking control system receives a high-level signal, it will be in a relaxed state, the braking device or equipment will be released, and the train will continue to operate normally. When the train control system detects an emergency, it can switch the signal level to a low level. After receiving the low-level signal, the braking system can initiate the emergency braking procedure, apply maximum braking force, and bring the train to a stop as quickly as possible.

[0049] In operation S230, if the status information meets the preset transition conditions, the vehicle is controlled to switch from hybrid braking to air braking based on the braking information to perform air braking operation on the vehicle. The braking information is determined based on the vehicle status information and the traction equipment information in the equipment information.

[0050] In the embodiments of this disclosure, the state information satisfying the preset transition conditions can indicate that the vehicle is in an abnormal state at the current moment, the level signal is low, and the electric braking is insufficient to meet the vehicle's emergency braking requirements. The braking information can be determined based on the vehicle's operating speed, load information, braking level information sent by the vehicle control system, and traction equipment information, providing the braking force information necessary for the vehicle to achieve emergency braking in the current state.

[0051] For example, when the current signal level is low, the current braking force information is determined by comprehensively considering the vehicle's operating speed, load information, braking level information, and traction equipment information. Based on the braking force information, the vehicle is controlled to switch from hybrid braking to air braking, and the air braking device or device is controlled to perform emergency braking operation on the vehicle.

[0052] According to the embodiments of this disclosure, since the braking type is flexibly determined based on the urgency of the vehicle abnormality information, whether it is actively or passively triggered, the hybrid braking using electric braking is not limited by adhesion performance and will not contaminate the rail surface. On this basis, for the hybrid braking situation, it can be determined whether the electric braking meets the emergency braking requirements by comprehensively considering equipment information and reference information. Once an electric braking failure is detected, a rapid response can be made to seamlessly switch the braking, avoiding the risks of misjudgment and delay, ensuring that the train still has sufficient braking capacity in the event of electric braking failure, and improving the fault tolerance and operational safety of the train system.

[0053] According to embodiments of this disclosure, determining the braking type based on the trigger type of abnormal information includes: determining the braking type as air braking when the trigger type is a first type, and determining the braking type as hybrid braking when the trigger type is a second type.

[0054] In embodiments of this disclosure, the first type includes, but is not limited to, active triggering by different objects in response to loss of control of the train, pressing of the mushroom-head button, and passengers triggering emergency braking (emergency handle, emergency door unlocking). The second type includes, but is not limited to, passive triggering caused by triggering alert devices in the driver's cab, loss of train integrity, emergency braking command issued by the Automatic Train Control (ATC), train speeding, and insufficient total air pressure.

[0055] Considering that active triggering is an emergency initiated by the driver or passengers, the situation has a higher urgency; passive triggering is usually a protective triggering of the system, with a lower urgency. Under the principle of prioritizing electro-pneumatic emergency braking, and considering the urgency of the situation, active triggering can correspond to air braking, and passive triggering to hybrid braking. Hybrid braking can be a combination of air braking and electric braking. When emergency braking is actively triggered, air braking can be implemented; when emergency braking is passively triggered, hybrid braking can be implemented.

[0056] For example, a mapping table between vehicle braking trigger types and abnormal information can be constructed. When abnormal information is received, the braking type can be determined based on the trigger type of the abnormal information and the mapping table.

[0057] In one feasible embodiment, braking in emergency situations can be achieved through trigger type recognition and dynamic mapping of braking type. For example, when the driver operates the emergency brake valve or a passenger triggers the emergency alarm device, the system can determine it as an "active braking request." In this case, the air braking system is activated first because it has high reliability, direct response (delay <500ms), and is not affected by electronic control system failures. At the same time, by introducing graded air pressure control, the brake cylinder pressure can be dynamically adjusted according to the valve pulling force or the duration of button press (e.g., a light touch triggers 50% of the standard power, and a continuous press triggers 100%), avoiding wheel-rail abrasion caused by excessive braking.

[0058] For example, when the control system detects an anomaly through the sensor network (such as excessive wheel temperature, sudden drop in brake pressure, or abnormal coupler force), and determines it as a "potential fault warning," it can initiate hybrid braking. First, regenerative braking is used to prioritize energy recovery (efficiency >75%), then resistance braking is used to assist in heat dissipation, and finally, air braking is used as a redundant backup. By setting an event-triggered hybrid braking coordinator, the braking force distribution command is updated only when the state error exceeds a threshold, thereby reducing the communication load.

[0059] According to embodiments of this disclosure, the graded air braking in manually triggered scenarios avoids mechanical damage, while the event-triggered hybrid braking in system-triggered scenarios balances energy saving and reliability. Through intelligent mapping of trigger type to braking type, dynamic optimization allocation of hybrid braking, and a hierarchical decision-making architecture, the safety, economy, and response efficiency of braking control are synergistically improved, satisfying the safety closed-loop control requirements of the train.

[0060] According to embodiments of this disclosure, determining vehicle status information based on device information and reference information includes: determining multiple differences between traction device information, vehicle status information, and conversion device information in the device information at different times in the current time period and their respective reference information; and combining multiple differences to determine status information.

[0061] In embodiments of this disclosure, the reference information may include first reference information corresponding to traction equipment information, second reference information corresponding to vehicle status information, and third reference information corresponding to conversion equipment information. The reference information includes, but is not limited to, dynamic thresholds and multi-source verification conditions.

[0062] The traction equipment information, vehicle status information, and conversion equipment information can be compared with their respective reference information to obtain multiple discrepancies. Then, the status information can be obtained by weighted fusion of these discrepancies.

[0063] For example, by monitoring the status of traction equipment in real time, the contact network input voltage and the on / off status of the vacuum circuit breaker are detected. When the vacuum circuit breaker is closed, it outputs a high level (>22kV) and when it is open, it outputs a low level (0V); or, if the traction motor current is abnormal (e.g., overcurrent >1200A), the protection circuit is triggered to output a low level.

[0064] For example, the vehicle's status can be determined by the correlation between vehicle speed and load, as well as the coordinated feedback from the braking system. In the low-speed range (<10km / h), the inverter output frequency is <5Hz, which can be determined as a low-level preparation state. In the high-speed range (>50km / h), the inverter is in square wave mode, and the flux linkage trajectory is hexagonal, which can be determined as the voltage vector maintaining a high level. During electric braking, the regenerative energy feedback causes the intermediate DC voltage to rise. When it exceeds 3,000V, it can be determined as a high level. When the air brake is activated, it is forcibly switched to a low level.

[0065] For example, inverter space vector analysis can be used to determine conversion state information. Inverters can output different level states through switching combinations, and the determination depends on space vector mapping. For a two-level inverter, there can be 8 switching states, with an output phase voltage of +0.5Ud or -0.5Ud. When the effective vector (Us1~Us6) is consistently >0.4Ud, it can be judged as a high level. For a three-level inverter, there can be 27 switching state classifications. Simultaneously, the third reference information can be corrected in real time based on motor torque commands. For example, when climbing a hill under full load, the original low-level threshold (0.4Ud) can be increased by 20% to avoid misjudgment.

[0066] According to the embodiments of this disclosure, by constructing a three-in-one judgment system of "dynamic threshold - multi-source verification - conflict resolution", the dynamic threshold can overcome the static limitations and adjust the threshold in real time based on frequency and load to avoid misjudgment caused by operating condition fluctuations; the cross-verification of traction / braking / position information (such as the dual-sensor mechanism for entering the station) can avoid the problem of unreliable single-point data and further improve the robustness of the braking control system.

[0067] According to embodiments of this disclosure, the multiple difference information includes first difference information corresponding to traction equipment information, second difference information corresponding to conversion equipment information, and state difference information corresponding to vehicle state information; combining multiple difference information to determine state information includes: weighting the first difference information, the second difference information, and the state difference information with their respective weights to obtain multiple weighted information; and using the sum of the multiple weighted information as the state information.

[0068] In the embodiments of this disclosure, the weights can be dynamically adjusted based on the reliability, real-time performance, and relevance to the target of the information source. The weight information corresponding to the first difference information, the second difference information, and the state difference information can be determined in real time based on reliability, real-time performance, and relevance. Then, the first difference information is weighted with a first weight, the second difference information is weighted with a second weight, and the state difference information is weighted with a third weight to obtain multiple weighted information. These multiple weighted information are then fused to obtain the fused state information.

[0069] For example, for reliability weighting, sensor accuracy (such as Hall sensor ±0.5% accuracy) has a higher weight; for real-time weighting, the weight of inverter data with millisecond-level response can be greater than that of load data with minute-level response; for correlation weighting, braking state has a significant impact on the level, and its weight can be increased accordingly.

[0070] According to embodiments of this disclosure, the vehicle braking control method further includes: constructing an initial sliding mode control model using the preceding vehicle state information, the preceding traction equipment information, and initial parameters; updating the initial parameters based on the vehicle's mechanical characteristics and the traction equipment's equipment characteristics to obtain updated parameters; updating the initial state trajectory using the updated parameters to obtain a sliding mode control model, so as to input the vehicle state information and traction equipment information into the sliding mode control model to obtain braking information.

[0071] In the embodiments of this disclosure, the sliding mode control model can be a strategy that adjusts the control law in real time through a sliding mode control algorithm, causing the system state trajectory to slide on the sliding mode control surface, thereby achieving adaptive adjustment of braking force. The preceding vehicle state information and preceding traction equipment information can be vehicle state information and traction equipment information of the target vehicle acquired within a historical time period. The initial parameters can be parameters of the sliding mode control model, which can be used to adjust the weights of the vehicle state information and traction equipment information in the sliding mode control algorithm.

[0072] Taking the preceding vehicle status information, including its operating speed, and the preceding traction equipment information, including its motor speed and motor current, as an example, the initial parameters can include speed parameters corresponding to the train's operating speed, speed parameters corresponding to the motor speed, and current parameters corresponding to the motor current. An initial sliding mode control model is constructed using the preceding vehicle status information, the preceding traction equipment information, the initial speed parameters, the initial speed parameters, and the initial current parameters. Then, the initial speed parameters, initial speed parameters, and initial current parameters are updated according to the characteristics of the train and the motor (for example, if changes in train speed have a significant impact on braking performance, the weight of the speed term can be appropriately increased), resulting in updated speed parameters, speed parameters, and current parameters. Finally, the initial sliding mode control model is updated using the speed parameters, speed parameters, and current parameters to obtain the sliding mode control model.

[0073] According to the embodiments of this disclosure, assuming that the train needs to decelerate during operation, the electric braking force can be dynamically adjusted based on the real-time monitored parameters such as train speed, motor speed and current, according to the sliding mode control model, so that the train speed decreases smoothly. By comprehensively considering multiple parameters, the sliding mode surface can ensure precise control of the electric braking force and achieve smooth braking of the train.

[0074] According to embodiments of this disclosure, the vehicle braking control method further includes: normalizing multiple sub-information in vehicle state information and traction equipment information at different times to obtain multiple processed information sets; determining the proportion and degree of certainty of the multiple sub-information in the multiple processed information sets, wherein the degree of certainty is determined based on the proportion; obtaining the difference information of the multiple sub-information with respect to the multiple processed information sets and multiple weights of the multiple sub-information based on the degree of certainty of each of the multiple sub-information; weighting the multiple sub-information separately using the multiple weights to obtain multiple weighted results, and obtaining braking information based on the multiple weighted results.

[0075] In embodiments of this disclosure, the multiple processing information sets can be information obtained after normalizing or standardizing vehicle status information and traction equipment information. Certainty can be used to measure the certainty or stability of the vehicle status information and traction equipment information. Difference information can be the difference coefficients of multiple sub-information items within the vehicle status information and traction equipment information; these coefficients reflect the degree of variation in the value of the information across different samples or observations. The difference information is directly proportional to the weights.

[0076] It is understandable that when the value of a piece of information varies greatly and irregularly, it can indicate that the information is relatively uncertain or disordered; conversely, if the value of a piece of information is relatively stable and changes regularly, it can indicate that the information is relatively certain or ordered.

[0077] For example, after normalizing or standardizing vehicle status information and traction equipment information, multiple sets of processed information are obtained. Each set of processed information may include multiple pieces of processed information. The proportion of each piece of processed information in all sets of processed information can be calculated, and the degree of certainty of each piece of processed information can be calculated. Based on the degree of certainty of each piece of processed information, the difference coefficient of each piece of processed information can be calculated, and then the weight of each piece of processed information can be calculated based on the difference coefficient. By weighting each piece of processed information, multiple weighted results are obtained, and the results are fused to obtain braking information.

[0078] According to embodiments of this disclosure, by objectively quantifying the true contribution of each processed piece of information to the braking force through determinism, the output value of the electric braking force is made closer to the actual operating conditions. When train operating conditions change (such as sudden changes in gradient or motor temperature drift), determinism can recalculate the weights in real time and automatically adjust the braking force distribution, so that the braking performance is in the optimal state in real time.

[0079] According to embodiments of this disclosure, the vehicle braking control method further includes: when the braking type is hybrid braking, simultaneously activating electric braking and air braking, and determining the respective braking force distribution information of electric braking and air braking based on the vehicle's deceleration to limit the impact rate within a preset range, wherein electric braking has a higher priority than air braking.

[0080] In the embodiments of this disclosure, the asynchronous disengagement of electric braking and engagement of air braking can easily lead to sudden changes in resultant force, and the lack of transition in acceleration levels during traction and braking mode switching can cause abrupt changes in acceleration. This disclosure effectively suppresses shocks by dynamically coordinating the allocation of electric braking and air braking, combined with a graded control strategy and real-time status feedback.

[0081] For example, when switching from traction to braking, the traction level can be lowered to a threshold before switching to braking, and then raised to the target level at a preset slope. Conversely, when switching from braking to traction, the braking level can be lowered to a threshold before switching to traction, avoiding abrupt changes. Alternatively, the impact rate can be limited by optimizing the electro-pneumatic braking mode transition point in the low-speed region. For instance, synchronizing the electric braking exit slope with the air braking engagement slope ensures continuous resultant force.

[0082] According to embodiments of this disclosure, by using different time-varying inclines for traction / braking, spatiotemporal decoupling and dynamic coordination between electric braking and air braking are achieved, reducing the superposition effect of force switching, improving braking smoothness under complex road conditions, and further enhancing passengers' sense of security and experience.

[0083] According to an embodiment of this disclosure, the vehicle braking control method further includes: updating braking force distribution information based on the difference between the current deceleration and the preset deceleration to obtain updated distribution information, so that the difference between the subsequent deceleration and the preset deceleration is less than or equal to a difference threshold.

[0084] In the embodiments of this disclosure, the braking force distribution information can be the braking distribution results corresponding to electric braking and air braking respectively under mixed braking conditions. The difference threshold can be determined based on the actual mechanical energy, and is not specifically limited here.

[0085] Considering the special operating conditions during actual train operation, such as overloading and fixed switching points, heavy-load downhill driving is prone to wheel hub overheating due to delayed switching; or the wheel-rail adhesion coefficient decreases due to rain and snow, resulting in insufficient electric braking and a gap in braking force.

[0086] To address the aforementioned technical issues, this disclosure achieves reasonable optimization of braking force distribution information through real-time updates. For example, a hierarchical control architecture is used to update and decide on real-time braking force distribution information, including: calculating the target braking force for the entire vehicle using the central layer and distributing it according to the unit load ratio (e.g., 4 vehicles per unit); dynamically adjusting the load between units in case of a fault; prioritizing the use of electric braking within the unit at the unit level, and distributing air braking according to the vehicle weight ratio when insufficient, while suppressing slippage through "real-time adhesion coefficient correction" (the preset adhesion coefficient drops to 0.12 within 0.5 seconds after detecting a slippage signal); and employing dynamic threshold management at the execution layer, such as synchronizing the electric braking exit slope with the air braking engagement slope in the low-speed zone to avoid sudden changes in resultant force. Through the three-layer collaborative control of the central-unit-execution system in the hierarchical decision-making architecture, slippage suppression and fault tolerance are achieved, resulting in a comprehensive improvement in braking safety, economy, and comfort.

[0087] Figure 3 A schematic diagram of a vehicle braking control system according to an embodiment of the present disclosure is shown.

[0088] like Figure 3 As shown, the train can be equipped with two independent circuit loops: an electro-pneumatic hybrid emergency braking loop 31 and an air emergency braking loop 32. Components in the electro-pneumatic hybrid emergency braking loop 31 may include a main circuit breaker (QFEB), an emergency brake button (SKEB), a central control relay (KAATCCCO), a car-level control relay (KATCCCO), and a solenoid proportional valve (KAAOV). Components in the air emergency braking loop 32 may include a main air reservoir pressure source, an air pressure amplifier, and a brake cylinder. It should be noted that... Figure 3 Only a portion of the circuit diagram is shown. Figure 3 By mirroring the image based on the center line, another part can be obtained, which can then be combined to form the entire circuit diagram.

[0089] The independent dual-loop design achieves a deep integration of electronic precision and mechanical reliability, while avoiding common-cause failures. The electro-pneumatic hybrid emergency braking loop uses electronic control to achieve rapid and precise braking, while the air brake provides mechanical redundancy to ensure the train's braking safety, further improving the safety of train operation.

[0090] In the embodiments of this disclosure, both the electro-pneumatic hybrid braking and air braking commands follow the fail-safe principle, that is, high level release and low level trigger emergency braking; once emergency braking is triggered, it must be executed until the train comes to a complete stop and the driver pulls the operating handle back to the rapid braking position before it can be released, or the release condition can also be set to the braking force exceeding 50% of the normal braking force.

[0091] The electro-pneumatic hybrid braking and air braking commands can be set with separate priorities, with air braking having a higher priority. When both commands are valid at the same time, the higher-level command is triggered. The traction and electric braking control device can be set with an automatic detection function for electric braking failure under hybrid braking conditions, and output a digital quantity (e.g., high level or low level).

[0092] The vehicle can be equipped with an emergency braking conversion circuit. After the electro-pneumatic hybrid braking is triggered, if electric braking failure is detected, the electro-pneumatic hybrid braking in the vehicle unit will automatically switch to air braking. Electro-pneumatic hybrid braking can be an emergency braking system with electric braking participation, and its average deceleration requirement can be the same as that of air emergency braking. Electric braking is given priority, and any shortfall is compensated by air braking.

[0093] Analog hardwires can be installed between the traction and electric braking control equipment and the brake controller to transmit the magnitude of the electric braking force; the electro-pneumatic hybrid braking application process can have impact limiting protection measures.

[0094] Based on the above-described vehicle braking control method, this disclosure also provides a vehicle braking control device. The following will be combined with... Figure 4 The device is described in detail.

[0095] Figure 4 A schematic block diagram of a vehicle braking control device according to an embodiment of the present disclosure is shown.

[0096] like Figure 4 As shown, the vehicle braking control device in this embodiment includes a type determination module 410, a status information determination module 420, and a control module 430.

[0097] The type determination module 410 is used to determine the braking type based on the trigger type of the detected abnormal information of the vehicle in response to the detection of abnormal information. The trigger type includes a first type actively triggered by the object and a second type passively triggered by the system. In one embodiment, the type determination module 410 can be used to perform the operation S210 described above, which will not be repeated here.

[0098] The status information determination module 420 is used to determine the vehicle's status information based on equipment information and reference information when the braking type is hybrid braking. Hybrid braking includes electric braking and air braking, and the status information indicates the degree to which the electric braking satisfies the vehicle's emergency braking requirements. In one embodiment, the status information determination module 420 can be used to perform the operation S220 described above, which will not be repeated here.

[0099] The control module 430 is used to control the vehicle to switch from hybrid braking to air braking based on braking information when the state information meets preset transition conditions, so as to perform air braking operation on the vehicle. The braking information is determined based on the vehicle's state information and the traction equipment information in the equipment information. In one embodiment, the control module 430 can be used to execute the operation S230 described above, which will not be repeated here.

[0100] According to embodiments of this disclosure, based on the type determination module 410, the status information determination module 420, and the control module 430 in the vehicle braking control device, the braking type is flexibly determined according to the urgency of the active or passive triggering type of vehicle abnormal information. Hybrid braking using electric braking is not limited by adhesion performance and will not contaminate the rail surface. On this basis, for hybrid braking situations, whether electric braking meets emergency braking requirements can be determined comprehensively based on equipment information and reference information. Once electric braking failure is detected, a rapid response can be made to seamlessly switch braking, avoiding the risks of misjudgment and delay, ensuring that the train still has sufficient braking capacity in the event of electric braking failure, and improving the fault tolerance and operational safety of the train system.

[0101] According to an embodiment of this disclosure, the type determination module 410 includes: a type determination submodule, configured to determine the braking type as air braking when the trigger type is a first type, and to determine the braking type as hybrid braking when the trigger type is a second type.

[0102] According to embodiments of this disclosure, the status information determination module 420 includes an information determination submodule and an information combination submodule. The information determination submodule is used to determine multiple differences between traction equipment information, vehicle status information, and conversion equipment information from equipment information at different times within the current time period and their respective reference information. The information combination submodule is used to combine multiple differences to determine status information.

[0103] According to embodiments of this disclosure, the multiple difference information includes first difference information corresponding to traction equipment information, second difference information corresponding to conversion equipment information, and state difference information corresponding to vehicle state information; the information combination submodule includes a weighting unit and a state information determination unit. The weighting unit is used to weight the first difference information, the second difference information, and the state difference information with their respective weights to obtain multiple weighted information; the state information determination unit is used to use the sum of the multiple weighted information as the state information.

[0104] According to embodiments of this disclosure, the vehicle braking control device further includes: a construction module, a first update module, and a second update module. The construction module is used to construct an initial sliding mode control model using preceding vehicle state information, preceding traction equipment information, and initial parameters. The first update module is used to update the initial parameters based on the vehicle's mechanical characteristics and the traction equipment's equipment characteristics to obtain updated parameters. The second update module is used to update the initial state trajectory using the updated parameters to obtain the sliding mode control model, so that the vehicle state information and traction equipment information can be input into the sliding mode control model to obtain braking information.

[0105] According to embodiments of this disclosure, the vehicle braking control device further includes: a normalization processing module, a proportion determination module, a difference information determination module, and a braking information determination module. The normalization processing module is used to normalize multiple sub-information in vehicle state information and traction equipment information at different times to obtain multiple processed information sets; the proportion determination module is used to determine the proportion and degree of certainty of the multiple sub-information in the multiple processed information sets, wherein the degree of certainty is determined based on the proportion; the difference information determination module is used to obtain the difference information between the multiple sub-information and multiple weights of each of the multiple sub-information based on their respective degrees of certainty; the braking information determination module is used to weight the multiple sub-information using the multiple weights to obtain multiple weighted results, and to obtain braking information based on the multiple weighted results.

[0106] According to an embodiment of this disclosure, the vehicle braking control device further includes: a starting module, configured to simultaneously activate electric braking and air braking when the braking type is hybrid braking, and determine the respective braking force distribution information of electric braking and air braking based on the vehicle's deceleration, so as to limit the impact rate within a preset range, wherein electric braking has a higher priority than air braking.

[0107] According to an embodiment of this disclosure, the vehicle braking control device further includes: an information update module, used to update the braking force distribution information based on the difference between the current deceleration and the preset deceleration, to obtain updated distribution information, so that the difference between the subsequent deceleration and the preset deceleration is less than or equal to a difference threshold.

[0108] According to embodiments of this disclosure, any plurality of modules among the type determination module 410, the status information determination module 420, and the control module 430 may be combined into one module, or any one of these modules may be split into multiple modules. Alternatively, at least a portion of the functionality of one or more of these modules may be combined with at least a portion of the functionality of other modules and implemented in one module. According to embodiments of this disclosure, at least one of the type determination module 410, the status information determination module 420, and the control module 430 may be at least partially implemented as hardware circuitry, such as a field-programmable gate array (FPGA), a programmable logic array (PLA), a system-on-a-chip, a system-on-a-substrate, a system-on-package, an application-specific integrated circuit (ASIC), or implemented in hardware or firmware by any other reasonable means of integrating or packaging circuitry, or implemented in any one of software, hardware, and firmware methods, or in a suitable combination of any of these. Alternatively, at least one of the type determination module 410, the status information determination module 420, and the control module 430 may be at least partially implemented as a computer program module, which, when run, can perform corresponding functions.

[0109] According to embodiments of this disclosure, a train is provided, including: a carriage; an electric braking device for performing electric braking operation on the carriage; an air braking device for performing air braking operation on the carriage; and a vehicle braking control device as described above.

[0110] In the embodiments of this disclosure, the number of train cars can be determined according to actual needs and is not limited herein. The electric braking device can be connected to the traction system to form a main circuit, including a regenerative feedback circuit and a braking resistor, feeding the electrical energy generated by dynamic braking back to the power supply contact network or dissipating it in the braking resistor. The air braking device can be composed of components such as an air compressor, a main air reservoir, a three-way valve, a secondary air reservoir, a brake valve, a train pipe, a brake cylinder, and an emergency brake valve. Braking is controlled by changes in train pipe pressure, triggering braking when pressure decreases and releasing it when pressure recovers.

[0111] Figure 5 A block diagram schematically illustrates an electronic device suitable for implementing a vehicle braking control method according to an embodiment of the present disclosure.

[0112] like Figure 5As shown, an electronic device according to an embodiment of this disclosure includes a processor 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage portion 508 into a random access memory (RAM) 503. The processor 501 may include, for example, a general-purpose microprocessor (e.g., a CPU), an instruction set processor and / or an associated chipset and / or a special-purpose microprocessor (e.g., an application-specific integrated circuit (ASIC)), etc. The processor 501 may also include onboard memory for caching purposes. The processor 501 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of this disclosure.

[0113] RAM 503 stores various programs and data required for the operation of electronic device 500. Processor 501, ROM 502, and RAM 503 are interconnected via bus 504. Processor 501 performs various operations of the method flow according to embodiments of the present disclosure by executing programs in ROM 502 and / or RAM 503. It should be noted that the programs may also be stored in one or more memories other than ROM 502 and RAM 503. Processor 501 may also perform various operations of the method flow according to embodiments of the present disclosure by executing programs stored in said one or more memories.

[0114] According to embodiments of this disclosure, the electronic device 500 may further include an input / output (I / O) interface 505, which is also connected to a bus 504. The electronic device 500 may also include one or more of the following components connected to the input / output (I / O) interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the input / output (I / O) interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 510 as needed so that computer programs read from it can be installed into the storage section 508 as needed.

[0115] This disclosure also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or it may exist independently and not assembled into the device / apparatus / system. The computer-readable storage medium carries one or more programs that, when executed, implement the method according to the embodiments of this disclosure.

[0116] According to embodiments of this disclosure, the computer-readable storage medium may be a non-volatile computer-readable storage medium, such as including, but not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this disclosure, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. For example, according to embodiments of this disclosure, the computer-readable storage medium may include ROM 502 and / or RAM 503 and / or one or more memories other than ROM 502 and RAM 503 described above.

[0117] Embodiments of this disclosure also include a computer program product comprising a computer program containing program code for performing the methods shown in the flowchart. When the computer program product is run on a computer system, the program code is used to cause the computer system to implement the vehicle braking control method provided in the embodiments of this disclosure.

[0118] When the computer program is executed by the processor 501, it performs the functions defined in the system / apparatus of this disclosure embodiments. According to embodiments of this disclosure, the systems, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0119] In one embodiment, the computer program may rely on a tangible storage medium such as an optical storage device or a magnetic storage device. In another embodiment, the computer program may also be transmitted and distributed in the form of signals over a network medium, and may be downloaded and installed via the communication section 509, and / or installed from a removable medium 511. The program code contained in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination thereof.

[0120] In such an embodiment, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by processor 501, it performs the functions defined in the system of this disclosure embodiment. According to embodiments of this disclosure, the systems, devices, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0121] According to embodiments of this disclosure, program code for executing the computer programs provided in embodiments of this disclosure can be written in any combination of one or more programming languages. Specifically, these computational programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, languages ​​such as Java, C++, Python, "C", or similar programming languages. The program code can execute entirely on a user's computing device, partially on a user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0122] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0123] Those skilled in the art will understand that the features described in the various embodiments and / or claims of this disclosure can be combined or combined in various ways, even if such combinations or combinations are not explicitly described in this disclosure. In particular, the features described in the various embodiments and / or claims of this disclosure can be combined or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0124] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. The scope of this disclosure is defined by the appended claims and their equivalents. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. A vehicle braking control method, comprising: In response to the detection of abnormal information about the vehicle, the braking type is determined based on the triggering type of the abnormal information, wherein the triggering type includes a first type actively triggered by the object and a second type passively triggered by the system; When the braking type is hybrid braking, the vehicle's status information is determined based on equipment information and reference information, wherein the hybrid braking includes electric braking and air braking, and the status information indicates the degree to which the electric braking satisfies the vehicle's emergency braking operation; When the state information meets the preset conversion conditions, the vehicle is controlled to switch from the hybrid braking to the air braking based on the braking information to perform air braking operation on the vehicle. The braking information is determined based on the vehicle state information and the traction equipment information in the equipment information.

2. The method according to claim 1, wherein, Determining the braking type based on the trigger type of the aforementioned anomaly information includes: When the trigger type is the first type, the braking type is determined to be the air brake; when the trigger type is the second type, the braking type is determined to be the hybrid brake.

3. The method according to claim 1, wherein, The vehicle's status information is determined based on device information and reference information, including: Determine multiple differences between the traction equipment information, the vehicle status information, and the conversion equipment information in the equipment information at different times within the current time period and their respective reference information; The status information is determined by combining the multiple difference information.

4. The method according to claim 3, wherein, The plurality of difference information includes first difference information corresponding to the traction equipment information, second difference information corresponding to the conversion equipment information, and state difference information corresponding to the vehicle state information; Combining the multiple differences to determine the status information includes: The first difference information, the second difference information, and the state difference information are weighted by their respective weights to obtain multiple weighted information; The sum of the multiple weighted information is used as the state information.

5. The method according to claim 1, further comprising: An initial sliding mode control model is constructed using the preceding vehicle status information, preceding traction equipment information, and initial parameters; The initial parameters are updated based on the mechanical characteristics of the vehicle and the equipment characteristics of the traction equipment to obtain the updated parameters; The initial state trajectory is updated using the updated parameters to obtain a sliding mode control model. The vehicle state information and the traction equipment information are then input into the sliding mode control model to obtain the braking information.

6. The method according to claim 1, further comprising: The vehicle status information and the traction equipment information at different times are normalized to obtain multiple sets of processed information. Determine the proportion and certainty of the plurality of sub-information in the plurality of processed information sets, wherein the certainty is determined based on the proportion; Based on the certainty of each of the multiple sub-informations, the difference information of the multiple sub-informations among the multiple processing information sets and the multiple weights of each of the multiple sub-informations are obtained; The multiple sub-information items are weighted using the multiple weights to obtain multiple weighted results, and the braking information is obtained based on the multiple weighted results.

7. The method according to any one of claims 1 to 6, further comprising: When the braking type is hybrid braking, the electric braking and the air braking are activated simultaneously, and the braking force distribution information of the electric braking and the air braking is determined based on the deceleration of the vehicle to limit the impact rate within a preset range, wherein the electric braking has a higher priority than the air braking.

8. The method according to claim 7, further comprising: Based on the difference between the current deceleration and the preset deceleration, the braking force distribution information is updated to obtain updated distribution information, so that the difference between the subsequent deceleration and the preset deceleration is less than or equal to the difference threshold.

9. A vehicle braking control device, comprising: A type determination module is used to determine the braking type based on the triggering type of the detected abnormal information of the vehicle in response to the detection of abnormal information, wherein the triggering type includes a first type actively triggered by the object and a second type passively triggered by the system; A status information determination module is used to determine the vehicle's status information based on equipment information and reference information when the braking type is hybrid braking, wherein the hybrid braking includes electric braking and air braking, and the status information indicates the degree to which the electric braking satisfies the vehicle's emergency braking requirements; and The control module is configured to control the vehicle to switch from the hybrid braking to the air braking based on the braking information when the state information meets the preset switching conditions, so as to perform air braking operation on the vehicle, wherein the braking information is determined based on the vehicle state information and the traction equipment information in the equipment information.

10. An electronic device, comprising: One or more processors; Storage device for storing one or more programs. Wherein, when the one or more programs are executed by the one or more processors, the one or more processors perform the method according to any one of claims 1 to 8.

11. A train, comprising: car; An electric braking device for performing electric braking operations on the carriage; An air braking device for performing air braking operation on the carriage; The vehicle braking control device as described in claim 9.

Images