Shaft end power generation control method and system of railway vehicle and electronic equipment

Abstract

The invention discloses a shaft end power generation control method and system of a railway vehicle and electronic equipment. The method comprises the steps that a first pulse signal generated by a shaft end power generation device in the shaft end power generation control system is acquired, and the first pulse signal is used for representing a pulse signal generated by the shaft end power generation device before power generation; under the condition that the first pulse signal meets a first preset condition, the shaft end power generation control system is controlled to enter an awakening state, a second pulse signal generated by a shaft end power generation device is obtained, the first preset condition is used for representing the condition that the railway vehicle enters a running state, and the second pulse signal is used for representing the condition that the railway vehicle enters the running state; the second pulse signal is used for representing a pulse signal generated by the shaft end power generation device in the power generation process; and under the condition that the second pulse signal meets a second preset condition, the shaft end power generation control system is controlled to enter a dormant state. The technical problem that the control accuracy of the shaft end power generation device is poor in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle control, and more specifically, to a method, system, and electronic equipment for controlling axle-end power generation in rail vehicles. Background Technology

[0002] With the continuous development of the railway transportation industry, especially the popularization of heavy-haul railways, the demand for energy consumption management and monitoring systems for rail vehicles is increasing. Traditional rail vehicles are usually equipped with axle-end power generation devices during operation. These devices generate electricity using the power of wheel rotation to power onboard equipment. However, current axle-end power generation strategies have poor control accuracy for axle-end power generation devices, resulting in low energy utilization efficiency.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a method, system, and electronic device for controlling axle-end power generation in rail vehicles, thereby at least solving the technical problem of poor control accuracy of axle-end power generation devices in related technologies.

[0005] According to one aspect of the present invention, a method for controlling axle-end power generation of a rail vehicle is provided, applied to an axle-end power generation control system of a rail vehicle, comprising: acquiring a first pulse signal generated by an axle-end power generation device in the axle-end power generation control system, wherein the first pulse signal is used to characterize a pulse signal generated by the axle-end power generation device before power generation; when the first pulse signal satisfies a first preset condition, controlling the axle-end power generation control system to enter a wake-up state, and acquiring a second pulse signal generated by the axle-end power generation device, wherein the first preset condition is used to characterize a condition for the rail vehicle to enter a driving state, and the second pulse signal is used to characterize a pulse signal generated by the axle-end power generation device during power generation; when the second pulse signal satisfies a second preset condition, controlling the axle-end power generation control system to enter a sleep state, wherein the second preset condition is used to characterize a condition for the rail vehicle to enter a stopped state.

[0006] Furthermore, the first preset condition includes a first vehicle speed threshold and a first time threshold; when the first pulse signal meets the first preset condition, the control axle-end power generation control system enters the wake-up state, including: determining the first travel speed of the rail vehicle based on the first pulse signal, wherein the first travel speed is used to characterize the travel speed of the rail vehicle before the axle-end power generation device generates electricity; when the first travel speed is greater than or equal to the first vehicle speed threshold, determining the first duration for which the first travel speed is greater than or equal to the first vehicle speed threshold; when the first duration is greater than or equal to the first time threshold, the control axle-end power generation control system enters the wake-up state.

[0007] Further, determining the first travel speed of the rail vehicle based on the first pulse signal includes: determining the number of pulses in the first pulse signal; determining the number of wheel rotations of the rail vehicle based on the number of pulses; and determining the first travel speed based on the wheel diameter and the number of wheel rotations of the rail vehicle.

[0008] Furthermore, controlling the axle-end power generation control system to enter the wake-up state includes: monitoring the first pulse signal to obtain a signal monitoring result, wherein the signal monitoring result is used to characterize whether the number of pulses in the first pulse signal has changed; if the signal monitoring result indicates that the number of pulses has changed, determining the second travel speed of the rail vehicle based on the changed first pulse signal; and controlling the axle-end power generation control system to enter the wake-up state based on the second travel speed.

[0009] Furthermore, based on the second driving speed, the axle-end power generation control system is controlled to enter the wake-up state, including: when the second driving speed is greater than or equal to the vehicle speed threshold corresponding to the second preset condition, the axle-end power generation control system is controlled to enter the wake-up state.

[0010] Furthermore, the second preset condition includes a second vehicle speed threshold and a second time threshold; the method further includes: determining a third travel speed of the rail vehicle based on the second pulse signal, wherein the third travel speed is used to characterize the travel speed of the rail vehicle during the power generation process of the axle-end power generation device; determining a second duration when the third travel speed is less than or equal to the second vehicle speed threshold; and determining that the second pulse signal satisfies the second preset condition when the second duration is greater than or equal to the second time threshold.

[0011] Furthermore, the method also includes: monitoring the vehicle status of the rail vehicle during the process of controlling the axle-end power generation device to generate electricity, and obtaining status monitoring results; based on the status monitoring results, performing a safety assessment on the axle-end power generation device, and obtaining a safety assessment result, wherein the safety assessment result is used to characterize whether the axle-end power generation device meets the safety conditions; and if the safety assessment result indicates that the axle-end power generation device does not meet the safety conditions, controlling the axle-end power generation control system to enter a protection state.

[0012] According to another aspect of the present invention, an axle-end power generation control device for a rail vehicle is also provided, applied to an axle-end power generation control system for a rail vehicle, comprising: a signal acquisition module, configured to acquire a first pulse signal generated by an axle-end power generation device in the axle-end power generation control system, wherein the first pulse signal is used to characterize a pulse signal generated by the axle-end power generation device before power generation; a system wake-up module, configured to control the axle-end power generation control system to enter a wake-up state when the first pulse signal satisfies a first preset condition, and acquire a second pulse signal generated by the axle-end power generation device, wherein the first preset condition is used to characterize a condition for the rail vehicle to enter a driving state, and the second pulse signal is used to characterize a pulse signal generated by the axle-end power generation device during power generation; and a system sleep module, configured to control the axle-end power generation control system to enter a sleep state when the second pulse signal satisfies a second preset condition, wherein the second preset condition is used to characterize a condition for the rail vehicle to enter a stopped state.

[0013] According to another aspect of the present invention, an axle-end power generation control system for a rail vehicle is also provided, comprising: an axle-end power generation device for providing electrical energy to the rail vehicle during its operation; a signal acquisition device connected to the control device and the axle-end power generation device for acquiring a first pulse signal and a second pulse signal generated by the axle-end power generation device and sending them to the control device, wherein the first pulse signal is used to characterize the pulse signal generated by the axle-end power generation device before power generation, and the second pulse signal is used to characterize the pulse signal generated by the axle-end power generation device during power generation; and a control device connected to the signal acquisition device for controlling the axle-end power generation control system to enter a wake-up state when the first pulse signal satisfies a first preset condition, and controlling the axle-end power generation control system to enter a sleep state when the second pulse signal satisfies a second preset condition, wherein the first preset condition is used to characterize the condition for controlling the rail vehicle to enter a driving state, and the second preset condition is used to characterize the condition for the rail vehicle to enter a stopped state.

[0014] Furthermore, the system also includes: an on-board intelligent monitoring sensor, which is connected to the control device via a gateway to monitor the vehicle status of the rail vehicle; and a gateway, which is connected to both the on-board intelligent monitoring sensor and the control device to transmit the data collected by the on-board intelligent monitoring sensor to the control device.

[0015] According to another aspect of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0016] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0017] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0018] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0019] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0020] In this embodiment of the invention, the method involves acquiring a first pulse signal generated by the axle-end power generation device in the axle-end power generation control system; when the first pulse signal meets a first preset condition, controlling the axle-end power generation control system to enter a wake-up state and acquiring a second pulse signal generated by the axle-end power generation device; and when the second pulse signal meets a second preset condition, controlling the axle-end power generation control system to enter a sleep state. By determining whether the first pulse signal meets the first preset condition, it can be ensured that the axle-end power generation control system is controlled to enter a wake-up state only when the rail vehicle is in motion, avoiding triggering the axle-end power generation control system to enter a wake-up state due to momentary interference or false alarms. Subsequently, by determining whether the second pulse signal meets the second preset condition, it can be ensured that the axle-end power generation control system is controlled to enter a sleep state in a timely manner when the rail vehicle is in a long-term stopped state, avoiding frequent control of the axle-end power generation control system to enter a wake-up or sleep state due to temporary stops or low-speed travel. This achieves the purpose of accurately determining the timing of the axle-end power generation control system entering a wake-up or sleep state, thereby improving the technical effect of controlling the axle-end power generation device and solving the technical problem of poor control accuracy of the axle-end power generation device in related technologies. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0022] Figure 1This is a flowchart of a method for controlling the axle-end power generation of a rail vehicle according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the control logic of an optional axle-end power generation control method for a rail vehicle according to an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of an axle-end power generation control device for a rail vehicle according to an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of an axle-end power generation control system for a rail vehicle according to an embodiment of the present invention;

[0026] Figure 5 This is a detailed schematic diagram of an optional axle-end power generation control system for a rail vehicle according to an embodiment of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] According to an embodiment of the present invention, an embodiment of a method for controlling the axle-end power generation of a rail vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] Figure 1This is a flowchart of a method for controlling the axle-end power generation of a rail vehicle according to an embodiment of the present invention, as shown below. Figure 1 As shown, this method is applied to the axle-end power generation control system of a rail vehicle and includes the following steps:

[0031] Step S102: Obtain the first pulse signal generated by the shaft-end power generation device in the shaft-end power generation control system, wherein the first pulse signal is used to characterize the pulse signal generated by the shaft-end power generation device before power generation.

[0032] The aforementioned axle-end power generation control system can be a system that supplies power to the rail vehicle during its operation. This system may include, but is not limited to, axle-end power generation devices, signal acquisition devices, control devices, gateways, on-board monitoring smart sensors, and other loads on the rail vehicle.

[0033] The aforementioned axle-end power generation device can be a power generation device installed at the end of the axle of the aforementioned rail vehicle, which can convert the kinetic energy of the wheel rotation into electrical energy to provide power to the electrical equipment on the rail vehicle. Specifically, the device can include a generator whose rotor is connected to the wheel through the axle and generates alternating current as the wheel rotates.

[0034] The aforementioned first pulse signal may be a pulse signal generated by the axle-end power generation device when the rail vehicle starts. This pulse signal is generated before the axle-end power generation device supplies power to the rail vehicle and can be used to determine whether the rail vehicle has entered the running state.

[0035] In one optional embodiment, considering that the axle-end power generation device is generally installed on the axle of a rail vehicle, when the rail vehicle is moving, the rotation of the wheels drives the rotor of the axle-end power generation device to rotate, which can generate alternating current and output pulse signals. The frequency of the pulse signals is proportional to the vehicle speed, which can further assist the rail vehicle's axle-end power generation control system (hereinafter referred to as the control system) in calculating the rail vehicle's speed. Therefore, before the axle-end power generation device officially starts generating electricity for the use of the rail vehicle, the control system can use a signal acquisition device to detect the first pulse signal to quickly calculate the real-time speed of the rail vehicle, so as to determine whether the rail vehicle has entered the driving state, thereby improving the safety and stability of the axle-end power generation device during the power generation process.

[0036] For example, in order to obtain the first pulse signal more accurately, a Hall effect sensor can be installed in advance near the rotor of the shaft-end generator. Whenever the magnet on the rotor passes the sensor, the sensor will generate a pulse signal. The sensor can then transmit the generated pulse signal to the control system through a signal line, so that the control system can obtain the pulse signal in a timely manner as the first pulse signal.

[0037] For example, in applications requiring non-contact monitoring, microwave radar sensors can be installed on rail vehicles. The transmitting and receiving antennas of the microwave radar sensor are pointed at the axle-end power generation device to achieve long-distance monitoring. Specifically, the microwave radar sensor can emit microwave signals. When these signals encounter the metal parts on the surface of the axle-end power generation device, they will generate echoes. The microwave radar sensor can receive the echo signals. By continuously monitoring the echo signals, the first pulse signal generated by the axle-end power generation device can be identified and transmitted to the control system.

[0038] Step S104: When the first pulse signal meets the first preset condition, the control system for the axle-end power generation system enters the wake-up state and acquires the second pulse signal generated by the axle-end power generation device. The first preset condition is used to characterize the condition for the rail vehicle to enter the driving state, and the second pulse signal is used to characterize the pulse signal generated by the axle-end power generation device during the power generation process.

[0039] The aforementioned wake-up state can refer to the state in which the axle-end power generation control system, after judging based on the received pulse signal and preset conditions, is activated from the low power consumption or dormant state, begins normal operation, and provides power to the rail vehicle.

[0040] The aforementioned first preset condition can be used to determine whether the rail vehicle has transitioned from a stationary state to a running state. The relationship between the pulse frequency of the axle-end power generation device and the first preset condition can be used to determine whether the rail vehicle has entered the running state.

[0041] The aforementioned second pulse signal can be a pulse signal generated after the axle-end generator starts supplying power to the rail vehicle, and can be used to determine when the axle-end generator should stop supplying power to the rail vehicle.

[0042] In one optional embodiment, considering that when the vehicle is stopped or traveling at low speed, if the axle-end power generation device starts generating electricity, the current generated may be insufficient to meet the needs of the on-board equipment, and it will also lead to unnecessary power consumption, by detecting the first pulse signal and comparing it with the first preset condition, it can be ensured that the vehicle is in motion before controlling the axle-end power generation control system to enter the wake-up state. Furthermore, the power generation timing of the axle-end power generation device can be determined based on the travel status of the rail vehicle, thereby avoiding starting the axle-end power generation device when the power generation efficiency is low, and thus reducing unnecessary energy consumption. Therefore, the control system can only control the axle-end power generation control system to enter the wake-up state when the first pulse signal meets the aforementioned first preset condition, that is, when the first pulse signal meets the condition that the rail vehicle is in motion. Then, according to the specific power generation timing judgment mechanism, the axle-end power generation device can be controlled to generate electricity based on the determined power generation timing. Furthermore, considering that after the axle-end power generation control system enters the wake-up state, it is still necessary to determine the timing for the axle-end power generation control system to enter the sleep state based on the operating status of the rail vehicle, the control system can acquire the second pulse signal generated by the axle-end power generation device during the power generation process after the axle-end power generation control system enters the wake-up state. This allows the control system to determine the timing for the axle-end power generation control system to enter the sleep state based on the second pulse signal, thereby avoiding resource waste or battery damage caused by the axle-end power generation control system continuing to operate when the rail vehicle does not need power.

[0043] For example, when a rail vehicle starts, the axle-end generator can output an AC voltage pulse signal, namely the first pulse signal mentioned above. The frequency of this signal directly reflects the rotational speed of the wheels. Therefore, the control system can determine the rail vehicle's speed at each moment based on the frequency of this signal. Subsequently, the speed over a continuous period can be compared with a preset speed. If the comparison result shows that the rail vehicle's speed is consistently higher than the preset speed over a fixed period, it can be considered that the rail vehicle has indeed entered a running state. At this time, the control system can control the axle-end generator control system to enter a wake-up state, ready to supply power to the rail vehicle. When the rail vehicle's running state further meets preset requirements, for example, when the rail vehicle's speed meets a new threshold, the control system can control the axle-end generator to start generating electricity. During the power generation process of the axle-end generator, the control system continuously acquires the second pulse signal generated by the axle-end generator and can determine when to control the axle-end generator to stop generating electricity based on the second pulse signal. This allows the control system to enter a sleep state, thereby avoiding unnecessary energy waste.

[0044] Step S106: When the second pulse signal meets the second preset condition, the control shaft end power generation control system enters a dormant state, wherein the second preset condition is used to characterize the condition for the rail vehicle to enter a stopped state.

[0045] The aforementioned hibernation state can refer to a low-power operation mode of the shaft-end power generation control system. In this mode, most or all of the non-essential functions of the system are suspended to reduce the power consumption of various loads in the system and extend the battery life.

[0046] The aforementioned second preset condition can be used to determine whether the rail vehicle has reached its destination and remains in a stopped state. By monitoring the relationship between the pulse frequency of the axle-end power generation device and the second preset condition, it can be determined whether the rail vehicle has entered a stopped state and has been in a stopped state for a period of time. Thus, it can be determined whether it is necessary to control the aforementioned axle-end power generation control system to enter a dormant mode and stop power generation.

[0047] In one optional embodiment, considering that if the axle-end power generation device continues to generate electricity when the rail vehicle is stopped, it may cause unnecessary over-discharge of the battery, affecting the battery's health and lifespan. Therefore, when the rail vehicle is parked for a long time, controlling the axle-end power generation control system to enter a dormant state can avoid over-discharge of the battery, thereby extending the service life of the battery and other moving parts and reducing unnecessary energy waste. Based on this, the control system needs to accurately determine when to control the axle-end power generation control system to enter a dormant state. Therefore, the control system can compare the acquired second pulse signal with a second preset condition. If the second pulse signal meets the second preset condition, it indicates that the rail vehicle is in a state of long-term parking. At this time, the control system can control the axle-end power generation device to stop generating electricity, and thus control the axle-end power generation control system to enter a dormant state, thereby reducing power consumption and improving energy utilization efficiency.

[0048] For example, in order to promptly control the axle-end power generation control system to enter a dormant state when a rail vehicle is parked for an extended period of time, the control system can preset a pulse frequency threshold and a time threshold. If the second pulse frequency is lower than the pulse frequency threshold and the time below the pulse frequency threshold exceeds the time threshold, the control system can determine that the rail vehicle has entered a long-term parking state. At this time, the control system can control the axle-end power generation control system to enter a dormant state.

[0049] In this embodiment of the invention, the method involves acquiring a first pulse signal generated by the axle-end power generation device in the axle-end power generation control system; when the first pulse signal meets a first preset condition, controlling the axle-end power generation control system to enter a wake-up state and acquiring a second pulse signal generated by the axle-end power generation device; and when the second pulse signal meets a second preset condition, controlling the axle-end power generation control system to enter a sleep state. By determining whether the first pulse signal meets the first preset condition, it can be ensured that the axle-end power generation control system is controlled to enter a wake-up state only when the rail vehicle is in motion, avoiding triggering the axle-end power generation device to generate electricity due to momentary interference or false alarms. Subsequently, by determining whether the second pulse signal meets the second preset condition, it can be ensured that the axle-end power generation control system is controlled to enter a sleep state in a timely manner when the rail vehicle is in a long-term stopped state, avoiding frequent control of the axle-end power generation control system to enter a wake-up state or a sleep state due to temporary stops or low-speed travel. This achieves the purpose of accurately determining the timing of the axle-end power generation control system entering a wake-up state or a sleep state, thereby improving the technical effect of controlling the axle-end power generation device and solving the technical problem of poor control accuracy of the axle-end power generation device in related technologies.

[0050] By following the steps described above, we can avoid power consumption losses and memory occupancy caused by invalid data acquisition actions of the axle-end power generation devices, on-board monitoring smart sensors, and host gateways when the rail vehicle is parked, thus reducing the workload of subsequent ground transmission and data filtering. Simultaneously, we can avoid the problems of power depletion, reduced lifespan, and irreversible damage to energy storage devices due to continuous discharge during long-term parking.

[0051] Furthermore, the first preset condition includes a first vehicle speed threshold and a first time threshold; when the first pulse signal meets the first preset condition, the control axle-end power generation control system enters the wake-up state, including: determining the first travel speed of the rail vehicle based on the first pulse signal, wherein the first travel speed is used to characterize the travel speed of the rail vehicle before the axle-end power generation device generates electricity; when the first travel speed is greater than or equal to the first vehicle speed threshold, determining the first duration for which the first travel speed is greater than or equal to the first vehicle speed threshold; when the first duration is greater than or equal to the first time threshold, the control axle-end power generation control system enters the wake-up state.

[0052] The aforementioned first speed threshold can be a speed limit value used to determine whether a rail vehicle is in motion. When the rail vehicle's speed detected by the control system is greater than or equal to the aforementioned first speed threshold, the control system can identify that the rail vehicle has entered a motion state.

[0053] The aforementioned first time threshold can be a time limit value used to determine whether the rail vehicle is in operation. When the control system detects that the rail vehicle's speed is greater than or equal to the aforementioned first speed threshold for a duration that is greater than or equal to the first time threshold, the control system can determine that the rail vehicle is in operation.

[0054] The aforementioned first travel speed can be the actual travel speed of the rail vehicle at the current moment, calculated based on the first pulse signal output by the aforementioned axle-end power generation device.

[0055] The aforementioned first duration can be the actual time this state is maintained after the speed of the rail vehicle is greater than or equal to the aforementioned first speed threshold. This can help the control system determine whether the rail vehicle has truly entered the driving state, so as to ensure that the control system will not make a misjudgment due to the brief acceleration of the rail vehicle.

[0056] In one optional embodiment, considering that setting a speed threshold can determine whether the rail vehicle's speed at any given moment meets the standard for operation, but a speed reaching the threshold at only one moment does not necessarily mean the rail vehicle has entered operation, a time threshold can also be set. Only when the rail vehicle's speed reaches the speed threshold for a continuous period exceeding this time threshold can the control system determine that the rail vehicle has stabilized in operation. At this time, the control system can control the axle-end power generation control system to enter the wake-up state. Based on this, when the rail vehicle starts, the control system can first convert the first pulse signal at any given moment into the rail vehicle's first speed, that is, the rail vehicle's speed before controlling the axle-end power generation control system to enter the wake-up state. Subsequently, the control system can compare the first speed with the first speed threshold. If the first speed is greater than or equal to the first speed threshold, the control system can consider that the rail vehicle's speed at the current moment meets the speed standard for the rail vehicle in operation. Then, the control system can continuously acquire the first pulse signal and convert the acquired pulse signal into the first travel speed within a continuous time period. Then, it can determine the first travel speed is greater than or equal to the first vehicle speed threshold for a first duration. If the first duration is greater than or equal to the first time threshold, it indicates that the rail vehicle has entered the travel state. At this time, the control system can control the axle-end power generation control system to enter the wake-up state to prepare for power generation.

[0057] For example, when the rail vehicle begins to move, the first pulse signal generated by the axle-end power generation device indicates a first travel speed of A, which is greater than or equal to a preset first speed threshold B. Subsequently, the control system can continuously monitor the first travel speed being greater than or equal to B for a first duration of n minutes. This duration exceeds a first time threshold m, thus confirming that the rail vehicle is indeed in a high-speed operating state rather than a brief acceleration. At this time, the control device can control the axle-end power generation control system to enter a wake-up state.

[0058] Further, determining the first travel speed of the rail vehicle based on the first pulse signal includes: determining the number of pulses in the first pulse signal; determining the number of wheel rotations of the rail vehicle based on the number of pulses; and determining the first travel speed based on the wheel diameter and the number of wheel rotations of the rail vehicle.

[0059] The aforementioned number of pulses can refer to the total number of first pulse signals generated by the axle-end generator per unit time. It is directly proportional to the number of wheel rotations and can be used to indirectly obtain wheel rotation information.

[0060] The number of wheel rotations mentioned above can be the number of complete rotations of the wheel around the axis during the operation of the rail vehicle, and can be used to calculate the speed of the rail vehicle in combination with the wheel diameter.

[0061] In one optional embodiment, considering that the axle-end power generation device has magnetic poles inside, each time the wheel rotates and passes the magnetic poles, a pulse is generated in the winding of the axle-end power generation device. Each pulse means that the wheel has completed a certain angle of rotation. If the number of pulses generated for a complete wheel rotation is known, the number of wheel rotations can be calculated by accumulating the number of pulses. Therefore, the control system can use a counter to count the number of pulses in the first pulse signal received within a fixed time period, and determine the number of wheel rotations of the rail vehicle based on the counted pulses. Since the diameter of the rail vehicle wheel is fixed, the distance the rail vehicle travels in one rotation is equal to the circumference of the wheel. Therefore, based on the wheel diameter and the number of wheel rotations, the control system can calculate the total distance traveled by the vehicle. Based on this, combined with time information, the control system can further calculate the rail vehicle's travel speed, i.e., the aforementioned first travel speed.

[0062] For example, the control system can first calculate the circumference of the wheel based on the wheel diameter, and then calculate the distance the rail vehicle travels in a fixed time based on the wheel circumference and the number of wheel rotations within a fixed time. Finally, the control system can divide the distance traveled by the fixed time to calculate the aforementioned first travel speed.

[0063] Furthermore, controlling the axle-end power generation control system to enter the wake-up state includes: monitoring the first pulse signal to obtain a signal monitoring result, wherein the signal monitoring result is used to characterize whether the number of pulses in the first pulse signal has changed; if the signal monitoring result indicates that the number of pulses has changed, determining the second travel speed of the rail vehicle based on the changed first pulse signal; and controlling the axle-end power generation control system to enter the wake-up state based on the second travel speed.

[0064] The aforementioned signal monitoring results can refer to the results obtained after continuously monitoring the first pulse signal output by the aforementioned shaft-end power generation device. These results can be used to determine whether the number of pulses in the first pulse signal has changed, thereby helping the control system to determine whether it is possible to control the shaft-end power generation control system to enter the wake-up state.

[0065] The aforementioned second travel speed can be the current travel speed of the rail vehicle calculated based on the changed first pulse signal, and can be used to determine whether the axle-end power generation control system can be controlled to enter the wake-up state.

[0066] In an optional embodiment, considering that during the operation of the rail vehicle, changes in the rail vehicle's speed will also cause changes in the wheel rotation speed, resulting in a significant change in the number of pulses in the first pulse signal, the control system can monitor the first pulse signal to promptly identify changes in the number of pulses, thereby constructing the aforementioned signal monitoring result. If the signal monitoring result indicates a change in the number of pulses, the control system can further determine the second travel speed of the rail vehicle based on the changed first pulse signal, and then accurately control the axle-end power generation control system to enter the wake-up state based on the second travel speed, ensuring that the axle-end power generation control system can be started in a timely manner.

[0067] For example, during the operation of a rail vehicle, the control system can continuously monitor the first pulse signal output by the axle-end generator through a frequency meter. When the number of pulses of the first pulse signal suddenly changes, it means that the speed of the rail vehicle has changed. The control system can calculate the second travel speed based on the changed number of pulses. If the second travel speed changes compared to the speed during stable operation, but has not reached the speed at which the vehicle stops, the control system can control the axle-end generator control system to enter the wake-up state.

[0068] Furthermore, based on the second driving speed, the axle-end power generation control system is controlled to enter the wake-up state, including: when the second driving speed is greater than or equal to the vehicle speed threshold corresponding to the second preset condition, the axle-end power generation control system is controlled to enter the wake-up state.

[0069] In an optional embodiment, considering that when the rail vehicle enters a stopped state, its travel speed is also lower than its travel speed before the pulse count change, and since the second preset condition is used to determine whether the rail vehicle has entered a stopped state, to avoid misjudging that the rail vehicle has stopped, the control system can further compare the second travel speed with the speed threshold corresponding to the second preset condition, thereby determining whether the change in the rail vehicle's speed has caused the rail vehicle to enter a stopped state. Specifically, if the second travel speed is greater than or equal to the speed threshold corresponding to the second preset condition, it indicates that the rail vehicle has not entered a stopped state. At this time, the control system can control the axle-end power generation control system to enter a wake-up state.

[0070] Furthermore, the second preset condition includes a second vehicle speed threshold and a second time threshold; the method further includes: determining a third travel speed of the rail vehicle based on the second pulse signal, wherein the third travel speed is used to characterize the travel speed of the rail vehicle during the power generation process of the axle-end power generation device; determining a second duration when the third travel speed is less than or equal to the second vehicle speed threshold; and determining that the second pulse signal satisfies the second preset condition when the second duration is greater than or equal to the second time threshold.

[0071] The aforementioned second speed threshold can be a speed limit value used to determine whether a rail vehicle is in a low-speed or stopped state. When the rail vehicle's speed detected by the control system is lower than or equal to the aforementioned second speed threshold, the control system can identify that the rail vehicle has entered a low-speed or stopped state. The aforementioned second speed threshold can be the same as the aforementioned first speed threshold. The specific value can be set by the staff according to actual needs, and is not limited here.

[0072] The aforementioned second time threshold can be a time limit value used to determine whether a rail vehicle has been in a stopped state for a long time. When the control system detects that the duration of the rail vehicle being in a low-speed or stopped state is greater than or equal to the second time threshold, the control system can determine that the rail vehicle has been in a stopped state for a long time. The aforementioned second time threshold can be the same as or different from the aforementioned first time threshold. The staff can set it according to actual needs, and there is no limitation here.

[0073] The aforementioned third travel speed can be the actual travel speed of the rail vehicle at the current moment, calculated based on the second pulse signal output by the aforementioned axle-end power generation device.

[0074] The aforementioned second duration can be the actual time that this low-speed state is maintained after the speed of the rail vehicle is lower than or equal to the aforementioned second speed threshold. This can help the control system determine whether the rail vehicle has truly entered a stopped state, so as to ensure that the control system will not make a misjudgment due to a brief period of low speed or stop.

[0075] In one optional embodiment, considering that when the rail vehicle stops for a short time, the control system can control the axle-end power generation device to continue generating electricity, thereby providing sufficient power for the rail vehicle's electrical equipment. However, when the rail vehicle stops for a long time, if the axle-end power generation device continues to generate electricity, it may cause the rail vehicle's battery to overcharge, affecting the battery's health and lifespan. This situation can be avoided by determining the timing of controlling the axle-end power generation control system to enter a dormant state based on the second preset condition. Therefore, when the axle-end power generation control system is in the awake state, the control system also needs to determine whether the vehicle has been in a stopped state for a long time based on the second pulse signal and the second preset condition, and then control the axle-end power generation control system to enter a dormant state.

[0076] Based on the second pulse signal, the control system can determine the speed of the rail vehicle during power generation, i.e., the aforementioned third speed, using the method described above. Subsequently, the control system can determine the relationship between the third speed and the second speed threshold. If the third speed is less than or equal to the second speed threshold, it indicates that the rail vehicle has entered a stopped state. At this point, the control system needs to further determine whether the rail vehicle has been stopped for an extended period to decide whether the axle-end power generation control system needs to enter a dormant state. Therefore, the control system can calculate the second duration during which the third speed is less than or equal to the second speed threshold and compare this second duration with the second time threshold. If the second duration is greater than or equal to the second time threshold, it means that the rail vehicle has been stopped for an extended period. In this case, the control system can determine that the second pulse signal meets the second preset condition to control the axle-end power generation control system into a dormant state, thereby reducing unnecessary energy consumption and extending battery life.

[0077] For example, during the continuous power generation process of the axle-end power generation device, if the control system determines that the second travel speed C drops below the second vehicle speed threshold D based on the second pulse signal, the control system can consider that the rail vehicle has entered a stopped state. If the stopped state lasts for t minutes, exceeding the second time threshold p, the control system can consider that the rail vehicle has been in a stopped state for a long time. At this time, the control system can determine that the second pulse signal meets the second preset condition, and then control the axle-end power generation control system to enter a dormant state.

[0078] Furthermore, the method also includes: monitoring the vehicle status of the rail vehicle during the process of controlling the axle-end power generation device to generate electricity, and obtaining status monitoring results; based on the status monitoring results, performing a safety assessment on the axle-end power generation device, and obtaining a safety assessment result, wherein the safety assessment result is used to characterize whether the axle-end power generation device meets the safety conditions; and if the safety assessment result indicates that the axle-end power generation device does not meet the safety conditions, controlling the axle-end power generation control system to enter a protection state.

[0079] The aforementioned status monitoring results can be used to reflect various loads on the rail vehicle or the vehicle's own operating status, including but not limited to load status, battery status, environmental conditions, and fault warnings.

[0080] The aforementioned safety assessment results can refer to the conclusions drawn from the analysis and evaluation of the operating status, environmental conditions, and potential risk factors of the shaft-end power generation device, as well as whether the shaft-end power generation device is safe to operate under current conditions.

[0081] The aforementioned safety conditions are a series of safety requirements and standards that need to be met to ensure that the axle-end power generation device does not cause damage to trains, goods, personnel or the environment during operation.

[0082] The aforementioned protection state can be the state that the axle-end power generation control system needs to enter when the control system detects a safety hazard during the power generation process of the axle-end power generation device. This state can protect the driving safety of the rail vehicle. Once the safety hazard is eliminated, the control system can control the axle-end power generation control system to exit the protection state, at which point the axle-end power generation device can continue to generate electricity.

[0083] In one optional embodiment, considering that if safety conditions are not met during the power generation process of the axle-end power generation device, such as overheating, overload, or abnormal vibration, the control system needs to respond immediately and automatically control the axle-end power generation control system into a protection state to prevent potential safety risks. To accurately determine whether the axle-end power generation device is safe during power generation, the control system can monitor the vehicle status during power generation, obtain status monitoring results, and perform a safety assessment of the axle-end power generation device based on these results to determine whether it meets safety conditions, thus obtaining a safety assessment result. Once the safety assessment result indicates that the axle-end power generation device does not meet safety conditions, the control system can immediately control the axle-end power generation control system into a protection state. This method not only ensures the stable operation of the axle-end power generation device but also avoids equipment damage caused by abnormal operating conditions of the axle-end power generation device, thereby improving the safety of rail vehicle operation while reducing maintenance costs and failure rates.

[0084] For example, to avoid safety hazards caused by overheating of the shaft-end generator, the control system can integrate a temperature sensor into the generator to monitor its temperature. Furthermore, the control system can preset a safe temperature threshold as the upper limit temperature for the shaft-end generator during power generation. Once the temperature sensor detects that the temperature of the shaft-end generator exceeds the safe temperature threshold, the control system can immediately put the shaft-end generator control system into a protection state until the temperature drops below the safe threshold.

[0085] For example, to avoid safety hazards caused by excessive vibration of the shaft-end generator, accelerometers can be installed at key parts of the generator to monitor the vibration intensity during operation and define a safe vibration level. When the vibration intensity detected by the accelerometer exceeds the set safe vibration level, the control system can immediately put the shaft-end generator control system into a protection state until the vibration stabilizes within a safe range.

[0086] For example, the control system can also install a current transformer or current detection module in the output circuit of the shaft-end generator to monitor the output current of the shaft-end generator. An upper limit value for the output current can be set. If the current detection module detects that the output current is continuously higher than the upper limit value, the control system can immediately control the shaft-end generator control system to enter the protection state to prevent equipment damage or fire risk caused by current overload.

[0087] For example, since the shaft-end generator can rectify the generated three-phase AC power into DC power and input it into the battery, the control system can also integrate a power management system to monitor the battery status in real time and provide protection and alarm functions such as overvoltage, undervoltage, overcurrent, and overtemperature. Once the battery status becomes abnormal, the control system can immediately control the shaft-end generator control system to enter the protection state to avoid damage to the battery.

[0088] In addition, to adapt to various abnormal situations, the control system can also integrate the above-mentioned multiple safety judgment mechanisms to achieve multi-dimensional safety detection of the axle-end power generation device, thereby ensuring the safety of the rail vehicle throughout the entire operation.

[0089] For ease of understanding, Figure 2 This is a schematic diagram of the control logic of an optional axle-end power generation control method for a rail vehicle according to an embodiment of the present invention, as shown below. Figure 2As shown, when the vehicle starts, the control system first acquires a first pulse signal and determines a first driving speed. Then, the control system determines whether the first driving speed is greater than or equal to a first vehicle speed threshold. If the first driving speed is less than the first vehicle speed threshold, the control system can control the axle-end power generation control system to enter a sleep state. If the first driving speed is greater than or equal to the first vehicle speed threshold, the control system determines a first duration for which the first driving speed is greater than or equal to the first vehicle speed threshold and determines whether the first duration is greater than or equal to a first time threshold. If the first duration is less than the first time threshold, the control system can control the axle-end power generation control system to enter a sleep state. If the first duration is greater than or equal to the first time threshold, the control system can control the axle-end power generation control system to enter a wake-up state, preparing to generate electricity. Subsequently, the control system acquires a second pulse signal and determines a third driving speed, and determines whether the third driving speed is less than or equal to a second vehicle speed threshold. If the third driving speed is greater than the second vehicle speed threshold, the control system can control the axle-end power generation control system to remain in a wake-up state. If the third driving speed is less than or equal to the second vehicle speed threshold, the control system can determine a second duration for which the third driving speed is less than or equal to the second vehicle speed threshold. Next, the control system can determine whether the second duration is greater than or equal to the second time threshold. If the second duration is greater than or equal to the second time threshold, the control system can control the shaft-end power generation control system to enter a sleep state. If the second duration is less than the second time threshold, the control system can control the shaft-end power generation control system to maintain a wake-up state.

[0090] According to an embodiment of the present invention, an embodiment of a rail vehicle axle-end power generation control device is provided. It should be noted that this device can be used to execute the above-described rail vehicle axle-end power generation control method. The specific implementation process and application scenarios are the same as those in the above embodiment, and are not limited here. Figure 3 This is a schematic diagram of an axle-end power generation control device for a rail vehicle according to an embodiment of the present invention, as shown below. Figure 3 As shown, this device is applied to the axle-end power generation control system of a rail vehicle, and includes:

[0091] The signal acquisition module 302 is used to acquire the first pulse signal generated by the shaft-end power generation device in the shaft-end power generation control system, wherein the first pulse signal is used to characterize the pulse signal generated by the shaft-end power generation device before power generation.

[0092] The system wake-up module 304 is used to control the axle-end power generation control system to enter the wake-up state when the first pulse signal meets the first preset condition, and to acquire the second pulse signal generated by the axle-end power generation device. The first preset condition is used to characterize the condition for the rail vehicle to enter the running state, and the second pulse signal is used to characterize the pulse signal generated by the axle-end power generation device during the power generation process.

[0093] The system hibernation module 306 is used to control the shaft-end power generation control system to enter hibernation state when the second pulse signal meets the second preset condition, wherein the second preset condition is used to characterize the condition for the rail vehicle to enter the stopped state.

[0094] Furthermore, the first preset condition includes a first vehicle speed threshold and a first time threshold; the power generation start-up module is also used to: determine the first travel speed of the rail vehicle based on the first pulse signal, wherein the first travel speed is used to characterize the travel speed of the rail vehicle before the axle-end power generation device generates electricity; when the first travel speed is greater than or equal to the first vehicle speed threshold, determine the first duration for which the first travel speed is greater than or equal to the first vehicle speed threshold; when the first duration is greater than or equal to the first time threshold, control the axle-end power generation control system to enter the wake-up state.

[0095] Furthermore, the speed determination module is also used to: determine the number of pulses in the first pulse signal; determine the number of wheel rotations of the rail vehicle based on the number of pulses; and determine the first travel speed based on the wheel diameter and the number of wheel rotations of the rail vehicle.

[0096] Furthermore, the power generation start-up module is also used to: monitor the first pulse signal and obtain a signal monitoring result, wherein the signal monitoring result is used to characterize whether the number of pulses in the first pulse signal has changed; if the signal monitoring result indicates that the number of pulses has changed, determine the second travel speed of the rail vehicle based on the changed first pulse signal; and control the axle-end power generation control system to enter the wake-up state based on the second travel speed.

[0097] Furthermore, the power generation start-up module is also used to: control the axle-end power generation control system to enter the wake-up state when the second driving speed is greater than or equal to the vehicle speed threshold corresponding to the second preset condition.

[0098] Furthermore, the second preset condition includes a second vehicle speed threshold and a second time threshold; the device also includes: a speed determination module, used to determine a third travel speed of the rail vehicle based on the second pulse signal, wherein the third travel speed is used to characterize the travel speed of the rail vehicle during the power generation process of the axle-end power generation device; a time determination module, used to determine a second duration when the third travel speed is less than or equal to the second vehicle speed threshold; and a condition judgment module, used to determine that the second pulse signal satisfies the second preset condition when the second duration is greater than or equal to the second time threshold.

[0099] Furthermore, the device also includes: a status monitoring module, used to monitor the vehicle status of the rail vehicle during the process of controlling the axle-end power generation device to generate electricity, and obtain status monitoring results; a safety assessment module, used to perform a safety assessment of the axle-end power generation device based on the status monitoring results, and obtain a safety assessment result, wherein the safety assessment result is used to characterize whether the axle-end power generation device meets the safety conditions; and a safety control module, used to control the axle-end power generation control system to enter a protection state when the safety assessment result indicates that the axle-end power generation device does not meet the safety conditions.

[0100] According to an embodiment of the present invention, a shaft-end power generation control system is provided. It should be noted that this device can be used to execute the aforementioned shaft-end power generation control method. The specific implementation process and application scenarios are the same as those in the above embodiments, and are not limited here. Figure 4 This is a schematic diagram of an axle-end power generation control system for a rail vehicle according to an embodiment of the present invention, as shown below. Figure 4 As shown, the system includes:

[0101] The axle-end power generation device 402 is used to provide electrical energy to the rail vehicle during its operation.

[0102] In one optional embodiment, since the axle-end power generation device 402 creates resistance to the movement of the rail vehicle during power generation, it can generate electricity for the rail vehicle as needed. Because the rail vehicle's power demand is low during long-term parking, if the axle-end power generation device 402 continues to generate electricity, it may cause the rail vehicle to continuously perform invalid data acquisition actions, resulting in unnecessary power consumption and generating a large amount of invalid data that occupies the control system's memory. This creates additional workload for subsequent data transmission and filtering, leading not only to energy waste but also potential damage to the electrical equipment on the rail vehicle due to over-discharge. Therefore, when the rail vehicle is parked for a long period, the axle-end power generation device 402 can be controlled to stop generating electricity, thereby controlling the axle-end power generation control system to enter a dormant state.

[0103] The signal acquisition device 404 is connected to the control device 406 and the shaft end power generation device 402. It is used to acquire the first pulse signal and the second pulse signal generated by the shaft end power generation device 402 and send them to the control device 406. The first pulse signal is used to characterize the pulse signal generated by the shaft end power generation device 402 before power generation, and the second pulse signal is used to characterize the pulse signal generated by the shaft end power generation device 402 during power generation.

[0104] In an optional embodiment, the signal acquisition device 404 can be connected to the control device 406 and the shaft-end power generation device 402 to continuously acquire the first pulse signal generated by the shaft-end power generation device 402 before the shaft-end power generation device 402 generates electricity, and continuously acquire the second pulse signal generated by the shaft-end power generation device 402 during the power generation process of the shaft-end power generation device 402, and send it to the control device 406, thereby providing a data basis for the control logic of the control device 406.

[0105] The control device 406, connected to the signal acquisition device 404, is used to control the axle-end power generation control system to enter a wake-up state when the first pulse signal meets the first preset condition, and to control the axle-end power generation control system to enter a sleep state when the second pulse signal meets the second preset condition. The first preset condition is used to characterize the condition for controlling the rail vehicle to enter the driving state, and the second preset condition is used to characterize the condition for the rail vehicle to enter the stopped state.

[0106] In an optional embodiment, the control device 406 can be connected to the signal acquisition device 404 to receive the first pulse signal and the second pulse signal, thereby accurately executing the control logic and controlling the shaft-end power generation control system to enter the wake-up state or the sleep state at the appropriate time.

[0107] Furthermore, the system also includes: an on-board monitoring smart sensor 408, which is connected to the control device 406 via a gateway 410, for monitoring the vehicle status of the rail vehicle; and a gateway 410, which is connected to the on-board monitoring smart sensor 408 and the control device 406, for transmitting the data collected by the on-board monitoring smart sensor 408 to the control device 406.

[0108] The aforementioned onboard intelligent monitoring sensors can be used to monitor and collect vehicle status data of rail vehicles in real time. These sensors can monitor data including, but not limited to, vehicle brake pipe pressure, brake stroke, axle temperature, vibration acceleration, and door opening and closing. These onboard intelligent monitoring sensors are characterized by high precision, stability, and durability, enabling long-term reliable operation in harsh railway environments. They can transmit the collected data to the control device wirelessly or via wired means, thereby providing crucial information for rail vehicle health status assessment, fault warning, and maintenance planning.

[0109] The aforementioned gateway may be a device responsible for receiving data sent by various sensors in the rail vehicle, performing necessary data processing and format conversion, and then transmitting the data to the control device via a wireless or wired network.

[0110] In an optional embodiment, the control device also needs to control whether the axle-end power generation control system needs to enter a dormant state based on the vehicle status of the rail vehicle itself. Therefore, the system may also include an on-board monitoring smart sensor 408. The on-board monitoring smart sensor 408 can be connected to the control device 406 through a gateway 410 so as to send the monitored vehicle status of the rail vehicle to the control device 406 in a timely manner. In order to transmit the data collected by the on-board monitoring smart sensor 408 to the control device 406 in a timely manner, the system may also include a gateway 410, which can be connected to the on-board monitoring smart sensor 408 and the control device 406.

[0111] For ease of understanding, Figure 5 This is a detailed schematic diagram of an optional axle-end power generation control system for a rail vehicle according to an embodiment of the present invention, as shown below. Figure 5 As shown, the system includes not only the aforementioned axle-end power generation device 402, signal acquisition device 404, and control device 406, but also an on-board monitoring intelligent sensor 408 and a gateway 410. The on-board monitoring intelligent sensor 408 is connected to the control device 406 through the gateway 410 to monitor the vehicle status of the rail vehicle and transmit the vehicle status to the control device 406.

[0112] Embodiments of the present invention also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0113] Embodiments of the present invention also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0114] Embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0115] Embodiments of the present invention also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the methods of various embodiments of the present invention.

[0116] Embodiments of the present invention also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0117] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0118] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0119] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0120] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0121] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0122] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, 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 includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0123] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling axle-end power generation in a rail vehicle, characterized in that, An axle-end power generation control system for rail vehicles includes: The first pulse signal generated by the shaft-end power generation device in the shaft-end power generation control system is obtained, wherein the first pulse signal is used to characterize the pulse signal generated by the shaft-end power generation device before power generation; When the first pulse signal meets the first preset condition, the axle-end power generation control system is controlled to enter the wake-up state and the second pulse signal generated by the axle-end power generation device is acquired. The first preset condition is used to characterize the condition for the rail vehicle to enter the driving state, and the second pulse signal is used to characterize the pulse signal generated by the axle-end power generation device during the power generation process. When the second pulse signal meets the second preset condition, the shaft-end power generation control system is controlled to enter a dormant state, wherein the second preset condition is used to characterize the condition for the rail vehicle to enter a stopped state.

2. The axle-end power generation control method for rail vehicles according to claim 1, characterized in that, The first preset condition includes a first vehicle speed threshold and a first time threshold; when the first pulse signal meets the first preset condition, the axle-end power generation control system is controlled to enter a wake-up state, including: Based on the first pulse signal, a first travel speed of the rail vehicle is determined, wherein the first travel speed is used to characterize the travel speed of the rail vehicle before the axle-end power generation device generates electricity; When the first driving speed is greater than or equal to the first vehicle speed threshold, a first duration during which the first driving speed is greater than or equal to the first vehicle speed threshold is determined. If the first duration is greater than or equal to the first time threshold, the shaft-end power generation control system is controlled to enter the wake-up state.

3. The axle-end power generation control method for rail vehicles according to claim 2, characterized in that, Determining the first travel speed of the rail vehicle based on the first pulse signal includes: Determine the number of pulses in the first pulse signal; Based on the number of pulses, determine the number of wheel rotations of the rail vehicle; The first travel speed is determined based on the wheel diameter and the number of wheel rotations of the rail vehicle.

4. The axle-end power generation control method for rail vehicles according to claim 2, characterized in that, Controlling the shaft-end power generation control system to enter the wake-up state includes: The first pulse signal is monitored to obtain a signal monitoring result, wherein the signal monitoring result is used to characterize whether the number of pulses in the first pulse signal has changed; When the signal monitoring results indicate a change in the number of pulses, the second travel speed of the rail vehicle is determined based on the changed first pulse signal. Based on the second travel speed, the shaft-end power generation control system is controlled to enter the wake-up state.

5. The axle-end power generation control method for rail vehicles according to claim 4, characterized in that, Based on the second driving speed, controlling the axle-end power generation control system to enter a wake-up state includes: When the second driving speed is greater than or equal to the vehicle speed threshold corresponding to the second preset condition, the axle-end power generation control system is controlled to enter the wake-up state.

6. The axle-end power generation control method for rail vehicles according to claim 1, characterized in that, The second preset condition includes a second vehicle speed threshold and a second time threshold; the method further includes: Based on the second pulse signal, a third travel speed of the rail vehicle is determined, wherein the third travel speed is used to characterize the travel speed of the rail vehicle during the power generation process of the axle-end power generation device; If the third driving speed is less than or equal to the second vehicle speed threshold, a second duration for which the third driving speed is less than or equal to the second vehicle speed threshold is determined; If the second duration is greater than or equal to the second time threshold, the second pulse signal is determined to satisfy the second preset condition.

7. The axle-end power generation control method for a rail vehicle according to any one of claims 1 to 6, characterized in that, The method further includes: During the process of controlling the axle-end power generation device to generate electricity, the vehicle status of the rail vehicle is monitored to obtain the status monitoring results; Based on the status monitoring results, a safety assessment is performed on the shaft-end power generation device to obtain a safety assessment result, wherein the safety assessment result is used to characterize whether the shaft-end power generation device meets the safety conditions. If the safety assessment results indicate that the shaft-end power generation device does not meet the safety conditions, the shaft-end power generation control system is controlled to enter a protection state.

8. A generator control system for the axle end of a rail vehicle, characterized in that, include: Axle-end power generation device is used to provide electrical energy to the rail vehicle during its operation. A signal acquisition device, connected to the control device and the shaft-end power generation device, is used to acquire a first pulse signal and a second pulse signal generated by the shaft-end power generation device and send them to the control device. The first pulse signal is used to characterize the pulse signal generated by the shaft-end power generation device before power generation, and the second pulse signal is used to characterize the pulse signal generated by the shaft-end power generation device during power generation. The control device, connected to the signal acquisition device, is used to control the axle-end power generation control system to enter a wake-up state when the first pulse signal meets a first preset condition, and to control the axle-end power generation control system to enter a sleep state when the second pulse signal meets a second preset condition. The first preset condition is used to characterize the condition for controlling the rail vehicle to enter a driving state, and the second preset condition is used to characterize the condition for the rail vehicle to enter a stopped state.

9. The axle-end power generation control system for a rail vehicle according to claim 8, characterized in that, The system also includes: The on-board intelligent monitoring sensor is connected to the control device via a gateway and is used to monitor the vehicle status of the rail vehicle. The gateway is connected to the vehicle-mounted intelligent monitoring sensor and the control device, and is used to transmit the data collected by the vehicle-mounted intelligent monitoring sensor to the control device.

10. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 7.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 7.

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