Holding brake applying method and device, medium and rail vehicle

Abstract

The invention discloses a holding brake applying method and device, a medium and a railway vehicle, relates to the technical field of railway vehicles, and provides the holding brake applying method for solving the problems that at present, the holding brake applying time is inaccurate due to the characteristics of a speed sensor, and consequently vehicle impulse and brake pad abrasion are caused at the parking moment. When the train speed collected by each shaft speed sensor in the head train or the tail train in the train is reduced to be lower than the maintaining brake applying speed, the maintaining brake applying is performed after one-end time delay is performed. In this way, deviation compensation of the speed sensor can be achieved in the application control of maintaining the brake. That is, even if the acquisition result of the speed sensor is inaccurate when the train is at a low speed, the brake can be applied and kept after the train is completely stopped through deviation compensation. Therefore, train impulse can be effectively avoided, the riding comfort is improved, the abrasion speed of the brake pad is reduced, and the operation and maintenance cost of a train is reduced.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and in particular to a method, apparatus, medium, and rail vehicle for maintaining braking application. Background Technology

[0002] In the operation of rail vehicles, there is a need to keep a train stationary on the maximum gradient of the running line while maintaining its full load capacity, and to ensure that the train does not slip when starting on the gradient. This requires maintaining automatic braking when the train is stationary and automatic release after the train starts moving.

[0003] Currently, the brake control units (BCUs) of the front and rear vehicles typically collect information from the speed sensors of each axle to determine the speed of each axle. When the speed of either axle of the front or rear vehicle falls below a certain value (let's say N km / h), the BCU communicates with the central control unit (CCU) via the network. Upon receiving the instruction, the CCU delivers a certain level of brake air to the brake calipers to apply a holding braking force.

[0004] However, due to the inherent characteristics of the speed sensor, the data collected at low speeds (including N) will be inaccurate. This makes it difficult for the train to accurately acquire this speed information when the train speed is equal to N, resulting in inaccurate timing of brake application. For example, if the brake is applied before the train comes to a complete stop, the sudden change in deceleration from the point of application to the point of complete stop will cause a large impulse, affecting passenger comfort and increasing brake pad wear.

[0005] Therefore, those skilled in the art urgently need a method for maintaining brake application to solve the problems of inaccurate timing of brake application due to the characteristics of speed sensors, which leads to vehicle jerking at the moment of stopping and brake pad wear. Summary of the Invention

[0006] The purpose of this application is to provide a method, device, medium, and rail vehicle for maintaining braking application, in order to solve the problems of inaccurate timing of braking application due to the characteristics of speed sensors, which leads to vehicle spurts at the moment of stopping and brake pad wear.

[0007] To solve the above-mentioned technical problems, this application provides a method for maintaining braking application, comprising:

[0008] Acquire speed information collected by the speed sensors on each axle of the lead car and the tail car;

[0009] When it is determined, based on the speed information, that the speed of either the lead car or the tail car is lower than the braking application speed, and the train is currently in a braking state, the delay timer begins.

[0010] When the delay time reaches the holding brake compensation time, the holding brake is applied.

[0011] In one optional embodiment, the holding braking compensation duration is determined based on the maximum braking duration;

[0012] The maximum braking duration is the time required for the train speed to decrease to 0 from the holding braking speed when the minimum service braking is applied.

[0013] In one optional embodiment, the process of determining the maximum braking duration includes:

[0014] Determine the theoretical braking time required for the train speed to decrease from the holding brake application speed to 0 when the minimum service braking is applied;

[0015] Test and obtain the actual braking time required for the train to come to a complete stop from any brake control unit to the central control unit when the minimum service braking is actually applied;

[0016] The maximum braking duration is determined based on the theoretical braking duration and the actual braking duration.

[0017] In one optional embodiment, the step of testing and obtaining the actual braking time required for the train to come to a complete stop from any brake control unit to send a holding brake trigger signal to the central control unit when the minimum service braking is actually applied is performed multiple times, and the maximum value among the multiple actual braking time results is taken as the final actual braking time.

[0018] In one optional embodiment, determining the maximum braking duration based on the theoretical braking duration and the actual braking duration includes:

[0019] The maximum braking time is the greater of the theoretical braking time and the actual braking time.

[0020] In one optional embodiment, the holding braking compensation duration, determined based on the maximum braking duration, includes:

[0021] The maximum braking duration is rounded up to obtain the holding braking compensation duration;

[0022] If the maximum braking duration is an integer, a preset margin is added to the maximum braking duration to obtain the holding braking duration.

[0023] In an optional embodiment, after the start of the delay timing, the method further includes:

[0024] Monitor whether the train's operating status has disengaged from the braking state;

[0025] If so, stop the delay timing and clear the delay count value, and wait for the next delay timing to be triggered.

[0026] To address the aforementioned technical problems, this application also provides a device for maintaining brake application, comprising:

[0027] The speed acquisition module is used to acquire speed information collected by the speed sensors of each axle of the head car and tail car;

[0028] The delay trigger module is used to start the delay timing when it is determined from the speed information that the speed of either the lead car or the tail car is lower than the braking application speed and the train is currently in a braking state.

[0029] The brake application module is used to control the application of the brake when the delay time reaches the brake compensation time.

[0030] To address the aforementioned technical problems, this application also provides a device for maintaining brake application, comprising:

[0031] Memory, used to store computer programs;

[0032] A processor for executing the computer program to implement the steps of the method for maintaining brake application as described above.

[0033] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the braking application method as described above.

[0034] To address the aforementioned technical problems, this application also provides a rail vehicle, comprising: a braking control unit, a central control unit, and a speed sensor;

[0035] The brake control unit or the central control unit is used to implement the steps of the brake application method as described above.

[0036] This application provides a method for applying sustained braking. When the train speed, as collected by speed sensors on each axle of the lead or tail car, drops below the sustained braking application speed (i.e., the aforementioned N km / h), a delay is applied before applying the sustained braking. This allows for speed sensor deviation compensation during sustained braking application control. That is, even if the speed sensor readings are inaccurate at low train speeds, deviation compensation ensures that the sustained braking is applied only after the train has come to a complete stop. This effectively avoids train jerking, improves passenger comfort, reduces brake pad wear, and lowers train maintenance costs.

[0037] The braking application device, computer-readable storage medium, and rail vehicle provided in this application correspond to the above-described method and have the same effect. Attached Figure Description

[0038] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 A hardware architecture diagram for applying and holding brakes on a rail vehicle is provided as an embodiment of the present invention;

[0040] Figure 2 A flowchart of a method for applying a holding brake is provided in an embodiment of the present invention;

[0041] Figure 3 A timing diagram for holding braking control is provided in an embodiment of the present invention;

[0042] Figure 4 This is a structural diagram of a braking application device provided in an embodiment of the present invention;

[0043] Figure 5 This is a structural diagram of another braking application device provided in an embodiment of the present invention. Detailed Implementation

[0044] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0045] The core of this application is to provide a method, device, medium, and rail vehicle for maintaining braking application.

[0046] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0047] In related technologies, the mainstream solutions for maintaining braking control are currently such as... Figure 1 As shown: lead car, tail car (i.e. Figure 1 The brake control unit (BCU) of carriage T (carriage M is another carriage) collects information from the speed sensors of axles 1 to 4 via hard wiring. After internal calculation, it can obtain the speed of each axle of the head and tail cars. When the speed of any axle of the head or tail car is lower than a certain value (let's say N km / h, this speed can be called the brake application speed, zero speed detection speed, etc., depending on the function; in the following embodiments of this application, "brake application speed" refers to this speed), the BCU sends a "head / tail car below N km / h" signal to the central control unit (CCU) in the train via the network (this signal can be called the brake application trigger signal, zero speed signal, etc., depending on the function; in the following embodiments of this application, "brake application trigger signal" refers to this signal). After receiving this signal, the CCU sends the "head / tail car below N km / h" signal to the BCU of each carriage (including carriage M) via the network. After receiving the "Leading vehicle / tailing vehicle speed below N km / h" signal from the CCU, the BCU can deliver brake air equivalent to a certain braking level (denoted as service braking level M) to the brake calipers to implement holding braking.

[0048] However, the above solution has a problem. Current speed sensors suffer from significant measurement errors at low speeds, a problem that is difficult to resolve. Furthermore, the speed at which the holding brake is applied, which triggers the application of the holding brake, often falls within this range of significant measurement errors. For example, in a common train operation scenario, the speed sensor has a large measurement error when the train speed is below 5 km / h, while the holding brake application speed is 2 km / h. This leads to a deviation in the timing of holding brake application, preventing it from being applied when the train has truly come to a stop. Particularly when the holding brake is applied prematurely, it causes a sudden change in the train's deceleration, resulting in a significant impact on passenger comfort and increasing brake pad wear, thus raising train maintenance costs.

[0049] To address the aforementioned problems, this application provides a method for maintaining braking application, such as... Figure 2 As shown, it includes:

[0050] S11: Acquire speed information collected by the speed sensors of each axle of the lead car and tail car.

[0051] S12: When it is determined from the speed information that the speed of either the lead car or the tail car is lower than the speed at which the brake is applied, and the train is currently in a braking state, the delay timer is started.

[0052] S13: When the delay time reaches the holding brake compensation time, control the holding brake to be applied.

[0053] Regarding step S11, it should be noted that this application does not modify the existing speed sensors in the train. That is, this method can utilize the existing speed sensor configuration accuracy to achieve better braking control. Furthermore, this embodiment does not limit the acquisition of speed information collected by the speed sensors of each axle of the lead and tail cars; it can be done as follows: Figure 1 As described in the related technical section, the BCUs of the lead car and tail car acquire information collected by speed sensors installed on each axle via hard wiring.

[0054] Furthermore, the executing entity of this method can be the entire train, or specifically the BCU and CCU that play a major control role in maintaining braking application within the train, or even further, the CCU. When the executing entity of this method includes the BCU, step S11 can be implemented by the BCU. However, when the executing entity of this method is only the CCU, step S11 specifically refers to the process where the BCU, after acquiring the speed sensor information from each axle, sends it to the CCU via the network; that is, the CCU acquires the speed information collected by the speed sensors.

[0055] Next, for steps S12 and S13, similar to step S11 above, this embodiment does not limit the executing entity of steps S12 and S13; it can be either a BCU or a CCU.

[0056] If it is a CCU, then step S12 involves a delay in the CCU when it determines that the train speed is below N km / h (the CCU receives the "head / tail train below N km / h" signal sent by the BCU). In this case, step S13 can specifically involve the CCU sending a "head / tail train below N km / h" signal to each car's BCU when the delay time reaches the brake compensation duration, thereby controlling each car's BCU to output a certain level of brake air (denoted as service brake level M) to the corresponding brake caliper to achieve brake maintenance.

[0057] When using a BCU, the CCU, as described in related technologies, still sends a "lead / tail car below N km / h" signal to each BCU in the carriage upon receiving the "lead / tail car below N km / h" signal from the BCU. However, the difference lies in that each BCU begins a delay timer upon receiving the "lead / tail car below N km / h" signal. When the delay timer reaches the required braking compensation duration, it then outputs a certain level of brake air to the corresponding brake caliper to maintain braking.

[0058] As can be seen from the above, this method, based on the existing logic of the train's BCU and CCU determining whether the train has come to a complete stop based on speed information collected by speed sensors to control the holding brake output, further compensates for errors through a time delay. Specifically, when the holding brake is applied later than the actual time, this deviation does not lead to the aforementioned stopping impulse and brake pad wear problems, so this application will not discuss it. This application mainly addresses the situation where the holding brake is applied prematurely due to errors; by delaying the application of the holding brake, the aforementioned problems can be effectively alleviated or even avoided.

[0059] It should also be noted that this embodiment does not limit the specific value of the holding brake compensation duration. It is readily apparent that as long as deviation compensation is performed, the aforementioned problems are less severe compared to no compensation. Therefore, regardless of whether the specific value of the holding brake compensation duration is appropriately set, the difference lies only in the effectiveness of solving the aforementioned problems, but both can address them to a certain extent. Theoretically, a larger holding brake compensation duration ensures that holding brakes are applied after the train has completely stopped (i.e., the speed is less than N km / h). However, a larger holding brake compensation duration means the holding brakes are applied later, increasing the likelihood of runaway. Therefore, the specific value of the holding brake compensation duration cannot be unlimited. In practical applications, the specific value of the holding brake compensation duration can be determined through actual testing or empirical judgment; this embodiment does not impose any restrictions on this.

[0060] As described in the above embodiments, this application provides a method for applying holding brakes. Holding brakes are applied after a delay of the holding brake compensation time, following a time interval after the train detects that its speed has decreased to below N km / h. This deviation compensation method solves the problem of premature application of holding brakes caused by large deviations in the speed sensor at low speeds. It effectively reduces vehicle jerkiness at the moment of stopping, reduces brake pad wear, improves train ride comfort, and lowers train maintenance costs. Furthermore, this method is implemented entirely through software control logic, requiring no changes to the existing speed sensor configuration accuracy or the train's hardware architecture, making it a more widely applicable solution in existing and pre-production trains.

[0061] On the other hand, as mentioned above, the effectiveness of this method in suppressing vehicle impulse at the moment of train stopping mainly depends on whether the holding braking compensation duration is set appropriately. The above embodiments do not impose restrictions on the specific value of the holding braking compensation duration and provide several possible value schemes and theoretical guidance. Furthermore, this embodiment also provides an optional implementation scheme for determining the holding braking compensation duration:

[0062] The duration of brake compensation is determined based on the maximum braking duration.

[0063] The maximum braking duration is the time required for the train speed to decrease from the applied braking speed to 0 when the minimum service braking is applied.

[0064] It should be noted that different braking levels are used during actual train operation. Different braking levels correspond to different brake air outputs, resulting in different braking forces. For example, as described in the related technologies above, holding braking corresponds to level M in the common braking levels, which is a relatively high level (the level depends on the corresponding brake air output; the higher the output of brake air, the higher the corresponding braking level). The minimum service braking described in this embodiment is the lowest braking level in the train's service braking levels. As can be seen from the above, the lowest service braking level corresponds to the lowest service brake air output, and also the lowest service air braking force output. Without considering other factors, this means that the train has the minimum deceleration at this point, and the braking time required for the train speed to drop from N km / h to 0 is the longest, i.e., the maximum braking time.

[0065] It should also be noted that the holding braking duration is determined based on the maximum braking duration. Therefore, the simplest implementation is that the holding braking duration equals the maximum braking duration. However, it should be noted that this embodiment does not limit the holding braking duration to only equal the maximum braking duration. In fact, the holding braking duration can be near the maximum braking duration (i.e., within a certain interval defined by the maximum braking duration as the midpoint). This is because the maximum braking duration essentially provides data guidance for determining the holding braking duration; if the holding braking duration is significantly greater or less than the maximum braking duration, its guiding role is invalid. This also falls under the previous embodiment's explanation: an excessively long holding braking duration can lead to train slippage, while an excessively short duration is ineffective in addressing issues such as impulsive braking.

[0066] Therefore, the holding braking duration determined in this embodiment ensures compensation for the train in two ways, enabling the holding brake to be applied only after the train has come to a complete stop (speed reduced to 0). Firstly, the maximum braking duration is determined based on the time required for the train to decrease from the holding braking application speed N km / h to 0, ensuring that the holding brake is applied only after the train has come to a complete stop following the maximum braking duration. Secondly, the maximum braking duration is determined based on the train's minimum service braking, ensuring that the train can indeed come to a complete stop after the maximum braking duration has elapsed. Thus, the holding braking duration provided in this embodiment ensures that, after deviation compensation for the train, the holding brake is applied only after the train has come to a complete stop, avoiding impulsive braking and reducing brake pad wear.

[0067] Furthermore, regarding the determination of the maximum braking duration in the above embodiments, a specific solution has been provided, namely, the time required for the train speed to decrease from N km / h to 0 under minimum service braking. The minimum service braking is the service braking level of the train, and the magnitude of its corresponding deceleration is known. Although this application uses N as an unknown quantity to refer to the holding braking application speed, this is only because this application does not limit the specific value of the holding braking application speed; in practical applications, the value of N is known. Therefore, when the deceleration (negative acceleration), initial speed, and final speed are all determined, they can be determined using the simple relationship t = (v1 - v0) / a (speed - acceleration).

[0068] However, the above scheme is only a theoretical calculation scheme. For ease of calculation, some other factors and interferences in practical applications are ignored. For example, the communication delay between BCU and CCU in related technologies, the response speed of BCU, CCU and other hardware involved in applying and holding braking, and interference caused by other reasons in the actual application of trains. Therefore, this embodiment also provides a further scheme for determining the maximum braking duration:

[0069] S21: Determine the theoretical braking time required for the train speed to decrease from the applied braking speed to 0 when the minimum service braking is applied.

[0070] S22: Test and obtain the actual braking time required for the train to come to a complete stop from any brake control unit to send a holding brake trigger signal to the central control unit when the train is actually applying the minimum service braking.

[0071] S23: Determine the maximum braking time based on the theoretical braking time and the actual braking time.

[0072] Specifically, for the implementation of step S21, the deceleration corresponding to the minimum service braking applied by the train can be directly obtained, and the theoretical braking time can be calculated based on the relationship between acceleration and velocity.

[0073] The specific implementation of step S22 can be achieved by obtaining data on the train's braking status, axle speed, and braking time during its operation on a straight main track, after which the minimum service braking is applied until the train comes to a complete stop. This data is then used to calculate the actual braking duration in step S22.

[0074] For the specific implementation of step S23, one optional implementation is to take the larger value between the theoretical braking time T1 and the actual braking time T2 as the final maximum braking time T3, that is, T3=max{T1,T2}.

[0075] As can be seen from the above, step S21 in this embodiment corresponds to the theoretical calculation scheme described above, while step S22 corresponds to an actual testing scheme. Both schemes can obtain a maximum braking duration result, which, based on the different determination methods, are referred to as the theoretical braking duration and the actual braking duration, respectively. Finally, this embodiment, through step S23, combines the theoretically calculated value and the actual test value of the maximum braking duration to determine the final maximum braking duration used to determine the holding braking compensation duration, achieving a more accurate determination of the maximum braking duration and ensuring the compensation effect for train system deviations.

[0076] Furthermore, this embodiment provides a further implementation scheme based on the above embodiment: the test process corresponding to the above step S22 is executed multiple times to obtain multiple actual braking time result values, and the maximum value among them is taken as the final actual braking time.

[0077] It should be noted that this embodiment does not limit the specific number of tests, that is, the number of times step S22 is repeated. For ease of explanation, this embodiment provides an optional implementation scheme in which the above repetition is 5 times. At this time, 5 actual braking duration result values ​​t1, t2, t3, t4, and t5 are obtained. Further, based on the above, the largest result value can be selected from many result values ​​as the final actual braking duration, that is, T2 = max{ t1, t2, t3, t4, t5}.

[0078] Unlike theoretical calculations, actual tests vary due to different factors in each test, leading to differences in results. Furthermore, the test scenarios for each test are difficult to fully reproduce. Therefore, this embodiment uses multiple tests and takes the maximum value among the obtained test results as the final actual test duration. This ensures that the determined holding brake compensation duration allows the holding brake to be applied after the train has come to a complete stop, thereby guaranteeing the suppression of train stopping impulses and brake pad wear.

[0079] Furthermore, the above embodiments also provide a specific scheme for determining the holding braking duration based on the maximum braking duration. The easiest method to implement is to directly use the maximum braking duration as the holding braking duration for determination. In addition, this embodiment also provides another optional implementation scheme:

[0080] The maximum braking duration is rounded up to obtain the holding braking compensation duration. If the maximum braking duration is an integer, a preset margin is added to the maximum braking duration to obtain the holding braking duration. It should be noted that "integer" in rounding up refers to a pre-determined unit for the holding braking compensation duration, such as seconds. However, it is important to note that the order of magnitude corresponding to the aforementioned unit should be larger than the smallest granularity of the holding braking duration. For example, if the theoretical braking duration and actual braking duration obtained in theoretical calculations and actual tests have millisecond-level precision, then the unit corresponding to the "integer" rounding should be larger than milliseconds, such as seconds. However, it is generally not advisable to use an excessively large unit level, exceeding one order of magnitude (10). 1 That's all.

[0081] Furthermore, this embodiment does not limit the specific value of the preset margin added when the maximum braking duration is an integer. In an optional implementation, to ensure that the maximum braking duration after adding the preset margin is still an integer and to avoid the risk of train runaway due to an excessively large preset margin, this preset margin can be one unit.

[0082] As can be seen from the above, on the one hand, this embodiment, based on rounding up, allows for an additional margin in the determined holding brake compensation duration compared to the maximum braking duration. This further ensures that after the delay of the holding brake compensation duration, the train can effectively compensate for train system deviations, guaranteeing that holding brakes are applied after the train has come to a complete stop. On the other hand, increasing the margin by rounding up ensures that the margin is not too large, avoiding problems such as train slippage, and makes the delay duration value more standardized, facilitating deviation compensation. Furthermore, even if the maximum braking duration itself is an integer, a preset margin can be added to further ensure the effectiveness of deviation compensation.

[0083] On the other hand, regarding the specific compensation control logic after the braking compensation duration value is determined, this embodiment also provides another optional implementation scheme. After the delay timing begins in step S12, the above method further includes:

[0084] S14: Monitor whether the train's running status has disengaged from braking; if so, stop the delay timer and clear the delay count value, waiting for the next delay timer to be triggered.

[0085] Specifically, in conjunction with the implementation scheme provided in this embodiment, the timing of the train holding brake application process (the timing corresponds to the BCU side, and the communication delay between the BCU and CCU is ignored) is as follows: Figure 3 As shown:

[0086] Phase 1: The BCUs of the lead car and tail car collect information from the speed sensors of axes 1 to 4 via hard wiring;

[0087] Phase 2: When the lead car or the tail car detects that the speed of either axle is below N km / h, the BCU sends a "lead car / tail car below N km / h" signal to the CCU via the network;

[0088] Phase 3: After receiving the "head car / tail car below N km / h" signal, the CCU sends the "head car / tail car below N km / h" signal to each car's BCU via the network;

[0089] Phase 4: After each carriage's BCU receives the "head / tail car below N km / h" signal and detects that the vehicle is in a braking state, it will delay for a duration of T3 before implementing sustained braking; if the vehicle state changes from braking to inertia or traction within T3 time, the timing will restart when the condition is met again.

[0090] Phase 5: When the BCU of each car detects that the train speed has risen again to above N km / h, or detects that the train is no longer in a braking state, it maintains the brake release and stops supplying brake air to the output brake calipers. Furthermore, the BCU notifies the CCU to release the "head / tail car below N km / h" signal.

[0091] Furthermore, since the holding brake is still applied during stage 4, if the train speed rises to above N km / h during this stage, it means that the train is in traction and the traction force is greater than a certain value (at least greater than the air braking force corresponding to the holding brake).

[0092] It should be noted that the reason for adding additional judgment logic to the delay timer in this embodiment is that in actual train operation scenarios, the driver may find that the train decelerates too quickly and may stop prematurely, thus failing to achieve the target. In this case, the driver may release the brake or even accelerate again. Therefore, it is necessary to stop the delay timer to avoid applying the brake prematurely, so as to avoid adverse effects on the normal operation of the train.

[0093] Furthermore, this also reveals another advantage of this method: the output for maintaining braking is not simply output when the train speed drops below N km / h, but rather after a delay of the duration of the braking hold time. During this delay, it also supports logic for exiting the delay based on the actual train operating conditions. In scenarios where the train is found unable to align with the target when it actually stops, requiring further speed adjustments, this method effectively avoids premature application of the braking hold, preventing the impulsive speed adjustments caused by the braking hold during the alignment process and avoiding interference with the alignment process itself.

[0094] In the above embodiments, a method for applying a sustained brake has been described in detail. This application also provides an embodiment corresponding to a sustained brake application device. It should be noted that this application describes the device embodiment from two perspectives: one based on functional modules and the other based on hardware.

[0095] From the perspective of functional modules, such as Figure 4 As shown, this embodiment provides a device for maintaining brake application, including:

[0096] The speed acquisition module 11 is used to acquire speed information collected by the speed sensors of each axle of the head car and the tail car.

[0097] The delay trigger module 12 is used to start the delay timing when it is determined from the speed information that the speed of either the head car or the tail car is lower than the braking application speed and the train is currently in a braking state.

[0098] The brake application module 13 is used to control the application of the brake when the delay time reaches the brake compensation time.

[0099] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0100] Figure 5 A structural diagram of a braking application device provided for another embodiment of this application is shown below. Figure 5 As shown, a brake application device includes: a memory 20 for storing a computer program;

[0101] The processor 21 is used to execute a computer program to implement the steps of a braking application method as described in the above embodiment.

[0102] The braking application device provided in this embodiment may include, but is not limited to, mobile terminals, personal computers, workstations, etc.

[0103] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an Artificial Intelligence (AI) processor, which is used to handle computational operations related to machine learning.

[0104] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 20 is used to store at least the following computer program 201, which, after being loaded and executed by the processor 21, is capable of implementing the relevant steps of a holding brake application method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, and the storage method may be temporary or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, a holding brake application method.

[0105] In some embodiments, a brake application device may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0106] Those skilled in the art will understand that Figure 5 The structure shown does not constitute a limitation on a braking application device and may include more or fewer components than illustrated.

[0107] This application provides a braking application device, including a memory and a processor. When the processor executes a program stored in the memory, it can implement the following method: a braking application method.

[0108] Furthermore, this application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiments.

[0109] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0110] Finally, this application also provides an embodiment corresponding to a rail vehicle, such as... Figure 1 As shown, the rail vehicle provided in this embodiment includes: a braking control unit, a central control unit, and a speed sensor;

[0111] The braking control unit or the central control unit is used to implement the steps of the brake application method as described in any of the above embodiments.

[0112] It should be noted that, as clearly illustrated in some embodiments of the above method, the method can be implemented in either the BCU or the CCU. Specifically, the signal transmission path in the current holding brake control process is: speed sensor—BCU (lead car, tail car)—CCU—BCU (each car)—brake caliper. Therefore, delay processing in either the BCU or CCU can solve the current problem of premature application of holding brake. Furthermore, the BCU and CCU, as existing control devices in rail vehicles, provide the hardware foundation for the control logic of the above method, eliminating the need for additional control devices.

[0113] Furthermore, since the embodiments of the rail vehicle section correspond to the embodiments of the method section, please refer to the description of the embodiments of the method section for the embodiments of the rail vehicle section, and they will not be repeated here.

[0114] The foregoing has provided a detailed description of a braking application method, apparatus, medium, and rail vehicle provided in this application. The various embodiments in the 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. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0115] It should also be noted that, in this specification, 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.

Claims

1. A method for maintaining braking application, characterized in that, include: Acquire speed information collected by the speed sensors on each axle of the lead car and the tail car; When it is determined, based on the speed information, that the speed of either the lead car or the tail car is lower than the braking application speed, and the train is currently in a braking state, the delay timer begins. When the delay time reaches the holding brake compensation time, the holding brake is applied.

2. The method for maintaining braking application according to claim 1, characterized in that, The holding braking compensation duration is determined based on the maximum braking duration; The maximum braking duration is the time required for the train speed to decrease to 0 from the holding braking speed when the minimum service braking is applied.

3. The method for maintaining braking application according to claim 2, characterized in that, The process for determining the maximum braking duration includes: Determine the theoretical braking time required for the train speed to decrease from the holding brake application speed to 0 when the minimum service braking is applied; Test and obtain the actual braking time required for the train to come to a complete stop from any brake control unit to the central control unit when the minimum service braking is actually applied; The maximum braking duration is determined based on the theoretical braking duration and the actual braking duration.

4. The method for maintaining braking application according to claim 3, characterized in that, The step of testing and obtaining the actual braking time required for the train to come to a complete stop from any brake control unit to send a holding brake trigger signal to the central control unit when the minimum service braking is actually applied is performed multiple times, and the maximum value among the multiple actual braking time results is taken as the final actual braking time.

5. The method for maintaining braking application according to claim 3, characterized in that, The step of determining the maximum braking duration based on the theoretical braking duration and the actual braking duration includes: The maximum braking time is the greater of the theoretical braking time and the actual braking time.

6. The method for maintaining braking application according to claim 5, characterized in that, The braking compensation duration, determined based on the maximum braking duration, includes: The maximum braking duration is rounded up to obtain the holding braking compensation duration; If the maximum braking duration is an integer, a preset margin is added to the maximum braking duration to obtain the holding braking duration.

7. The method for maintaining braking application according to any one of claims 1 to 6, characterized in that, After the start of the delay timer, the following is also included: Monitor whether the train's operating status has disengaged from the braking state; If so, stop the delay timing and clear the delay count value, and wait for the next delay timing to be triggered.

8. A device for maintaining brake application, characterized in that, include: The speed acquisition module is used to acquire speed information collected by the speed sensors of each axle of the head car and tail car; The delay trigger module is used to start the delay timing when it is determined from the speed information that the speed of either the lead car or the tail car is lower than the braking application speed and the train is currently in a braking state. The brake application module is used to control the application of the brake when the delay time reaches the brake compensation time.

9. A device for maintaining brake application, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the brake application method as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the brake application method as described in any one of claims 1 to 7.

11. A rail vehicle, characterized in that, include: Brake control unit, central control unit, and speed sensor; The brake control unit or the central control unit is used to implement the steps of the brake application method as described in any one of claims 1 to 7.

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