Control method and device for shaft end power generation device of railway vehicle and vehicle

Abstract

The invention discloses a control method and device for a shaft end power generation device of a railway vehicle and the vehicle. The method comprises the steps that under the condition that the railway vehicle meets a preset charging condition, vehicle operation data of the railway vehicle are obtained, and the preset charging condition is used for representing a condition for charging an electric energy storage device; based on the vehicle operation data, target control parameters of an axle end power generation device are determined, and the axle end power generation device is located at the axle end of an axle of the railway vehicle; controlling the shaft end power generation device to charge the electric energy storage device based on the target control parameter, and acquiring electric quantity state data of the electric energy storage device in the charging process; and when the electric quantity state data is greater than or equal to a first preset electric quantity threshold value, controlling the shaft end power generation device to stop charging the electric energy storage device. The technical problem that in the prior art, the energy utilization efficiency of the railway vehicle is low is solved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a control method, apparatus, and vehicle for an axle-end power generation device of a rail vehicle. Background Technology

[0002] In current railway freight transport, especially on dedicated coal transport lines, the long-distance, heavy-weight, and complex terrain transport, along with the increasing demand for efficient energy utilization and energy conservation and emission reduction, pose challenges to traditional axle-end generators. In related technologies, the axle-end generator is almost always operational regardless of the train's running status. This not only increases the resistance of train operation and leads to additional energy consumption by the electric locomotive, but also results in low energy utilization efficiency for rail vehicles in related technologies.

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

[0004] This application provides a control method, apparatus, and vehicle for an axle-end power generation device in a rail vehicle, in order to at least solve the technical problem of low energy utilization efficiency of rail vehicles in related technologies.

[0005] According to one aspect of the embodiments of this application, a control method for an axle-end power generation device of a rail vehicle is provided, comprising: acquiring vehicle operation data of the rail vehicle when the rail vehicle meets preset charging conditions, wherein the preset charging conditions are used to characterize the conditions for charging an energy storage device, and the energy storage device is used to represent a device in the rail vehicle for storing energy; determining target control parameters for the axle-end power generation device based on the vehicle operation data, wherein the axle-end power generation device is located on the axle end of the rail vehicle; controlling the axle-end power generation device to charge the energy storage device based on the target control parameters, and acquiring the energy status data of the energy storage device during the charging process; and controlling the axle-end power generation device to stop charging the energy storage device when the energy status data is greater than or equal to a first preset energy threshold, wherein the first preset energy threshold is used to represent the highest energy threshold in the energy storage device.

[0006] Furthermore, the method further includes: upon receiving a braking signal for the rail vehicle, judging the braking signal to obtain a signal judgment result, wherein the signal judgment result is used to indicate whether the braking signal meets a preset braking condition; based on the initial power state data of the energy storage device and a second preset power threshold, obtaining a power judgment result, wherein the second preset power threshold is used to indicate the lowest power threshold in the energy storage device, the power judgment result is used to indicate whether the energy storage device meets a preset power condition, and the preset power condition is used to indicate that the initial power state data is less than the second preset power threshold; if the signal judgment result indicates that the braking signal meets the preset braking condition, and / or the power judgment result indicates that the energy storage device meets the preset power condition, determining that the rail vehicle meets the preset charging condition.

[0007] Further, the braking signal is judged to obtain the signal judgment result, including: acquiring the signal control parameters of the braking signal, wherein the signal control parameters are used to represent the performance parameters of the braking signal; and determining the signal judgment result based on the signal control parameters and preset braking conditions.

[0008] Furthermore, based on vehicle operation data, the target control parameters of the axle-end power generation device are determined, including: performing correlation analysis on the vehicle operation data to determine the correlation between the vehicle operation data and the control parameters corresponding to the axle-end power generation device; filtering the vehicle operation data based on the correlation and a preset correlation threshold to obtain candidate operation data, wherein the correlation of the candidate operation data is greater than the preset correlation threshold; preprocessing the candidate operation data to obtain preprocessed vehicle operation data; and determining the target control parameters corresponding to the axle-end power generation device based on the preprocessed vehicle operation data.

[0009] Furthermore, the target control parameters corresponding to the axle-end power generation device are determined based on the preprocessed vehicle operation data, including: determining the initial control parameters corresponding to the axle-end power generation device based on the preprocessed vehicle operation data; and filtering the initial control parameters based on a preset safety range to obtain the target control parameters, wherein the target control parameters are within the preset safety range.

[0010] Furthermore, the method also includes: outputting initial control parameters; obtaining feedback results on the initial control parameters; and adjusting the initial control parameters based on the feedback results to obtain target control parameters.

[0011] Furthermore, the axle-end power generation device is controlled to charge the energy storage device based on the target control parameters, including: controlling the axle-end power generation device to convert the kinetic energy generated by the rail vehicle during braking to obtain initial electrical energy based on the target control parameters; rectifying the initial electrical energy using a charger to obtain target electrical energy; and transmitting the target electrical energy to the energy storage device.

[0012] According to another aspect of the embodiments of this application, a control device for an axle-end power generation device of a rail vehicle is also provided, comprising: an acquisition module, configured to acquire vehicle operation data of the rail vehicle when the rail vehicle meets preset charging conditions, wherein the preset charging conditions are used to characterize the conditions for charging an energy storage device, and the energy storage device is used to represent a device in the rail vehicle for storing energy; a determination module, configured to determine target control parameters of the axle-end power generation device based on the vehicle operation data, wherein the axle-end power generation device is located on the axle end of the rail vehicle; a charging module, configured to control the axle-end power generation device to charge the energy storage device based on the target control parameters, and acquire the energy status data of the energy storage device during the charging process; and a control module, configured to control the axle-end power generation device to stop charging the energy storage device when the energy status data is greater than or equal to a first preset energy threshold, wherein the first preset energy threshold is used to represent the highest energy threshold in the energy storage device.

[0013] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0014] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0015] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, 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 in various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0018] In this embodiment, when the rail vehicle meets preset charging conditions, vehicle operation data of the rail vehicle is acquired. Then, based on the vehicle operation data, target control parameters for the axle-end power generation device are determined. Next, based on the target control parameters, the axle-end power generation device is controlled to charge the energy storage device, and the energy storage device's power status data is acquired during the charging process. Finally, when the energy status data is greater than or equal to a first preset energy threshold, the axle-end power generation device is controlled to stop charging the energy storage device. This application first automatically collects the rail vehicle's vehicle operation data when the rail vehicle meets preset charging conditions. Then, based on the vehicle operation data, the target control parameters for the axle-end power generation device are calculated to ensure efficient energy generation and matching with the energy storage device. Next, the axle-end power generation device starts working according to the calculated target control parameters to charge the energy storage device, while continuously monitoring the energy storage device's power status data. Once the power level reaches or exceeds the first preset energy threshold, it indicates that the energy storage device has reached full charge, and the axle-end power generation device automatically stops generating electricity, avoiding overcharging and increased running resistance caused by continuous axle-end power generation. This application adopts an intelligent dynamic control method, which improves the efficiency of energy storage and utilization by real-time monitoring and dynamic adjustment of the working status of the axle-end power generation device. This achieves the technical effects of energy recovery, reducing running resistance and improving the driving performance of rail vehicles, thereby solving the technical problem of low energy utilization efficiency of rail vehicles in related technologies. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 This is a flowchart of a control method for a rail vehicle axle-end power generation device according to an embodiment of this application;

[0021] Figure 2 This is a flowchart of a control method for a rail vehicle axle-end power generation device according to an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of a control system for a rail vehicle axle-end power generation device according to an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of a control device for a rail vehicle axle-end power generation device according to an embodiment of this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 this application 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 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.

[0026] According to an embodiment of this application, a control method for a generator at the axle end 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.

[0027] Figure 1 This is a flowchart of a control method for a rail vehicle axle-end power generation device according to an embodiment of this application, as shown below. Figure 1 As shown, the method includes the following steps:

[0028] Step S102: When the rail vehicle meets the preset charging conditions, acquire the rail vehicle operation data. The preset charging conditions are used to characterize the conditions under which the energy storage device needs to be charged. The energy storage device is used to represent the device in the rail vehicle used to store energy.

[0029] The aforementioned rail vehicles refer to transportation vehicles that run on railway tracks. The types of rail vehicles may include, but are not limited to, freight cars, high-speed trains, ordinary trains, and various freight vehicles, with the specific type to be determined based on actual circumstances. Rail vehicles rely on wheel-rail contact for guidance and power transmission. They can be used in railway systems to carry personnel and goods, moving them from one location to another, and are an important mode of long-distance land transportation. In this application, rail vehicles can serve as the carrier for implementing the control method.

[0030] The aforementioned preset charging conditions refer to a series of pre-set standards used to determine when to begin charging the energy storage device. Preset charging conditions may include, but are not limited to, the energy storage device's charge level falling below a preset threshold, the vehicle entering braking mode, or the vehicle being in a specific operating mode (such as downhill driving). Specific preset charging conditions need to be determined based on actual needs. Preset charging conditions ensure that the energy storage device is charged when needed, avoiding overcharging or undercharging, improving energy management, and extending the lifespan of the energy storage device.

[0031] The aforementioned vehicle operation data refers to a set of data reflecting the real-time operating status and environmental information of the rail vehicle during operation. Vehicle operation data may include, but is not limited to, wheel speed, rail vehicle speed, acceleration, position, load, braking status, and internal and external temperatures and humidity. Specific vehicle operation data needs to be determined based on actual requirements. Vehicle operation data can be used to monitor vehicle operating status, determine driving strategies, and thereby adjust the operating parameters of the axle-end power generation device.

[0032] The aforementioned energy storage device refers to equipment or systems in rail vehicles used to store and manage electrical energy converted from axle-end generators. Energy storage devices may include, but are not limited to, batteries, lead-acid batteries, lithium-ion batteries, supercapacitors, flywheel energy storage, etc., and the specific energy storage device needs to be determined based on the vehicle's internal structural design. Energy storage devices can be used to store electrical energy during vehicle operation for unforeseen needs, such as powering onboard systems, providing emergency lighting, and auxiliary power.

[0033] In one optional embodiment, when the rail vehicle meets preset charging conditions, vehicle operation data is acquired. These preset charging conditions may include, but are not limited to, the energy storage device's charge level falling below a certain threshold, the vehicle entering braking mode, or being in a specific operating mode (such as downhill driving), aiming to ensure that the energy storage device is charged at appropriate times to improve energy utilization efficiency and reduce electricity waste. The collected vehicle operation data provides a data foundation for subsequent charging control strategies. This process, through real-time monitoring and condition matching, achieves effective integration of energy recovery and storage.

[0034] For example, imagine a typical railway transportation scenario where a freight train equipped with an axle-end generator is traveling on terrain that slopes from west to east. As the train enters a downhill section several kilometers long, it meets preset charging conditions. At this point, vehicle operating data is automatically captured, including but not limited to current speed, braking intensity, and vehicle load. This operating data will be used in subsequent calculations of relevant parameters to ensure that the charging process can be initiated accurately and efficiently when the energy storage device needs to be charged.

[0035] Step S104: Based on vehicle operation data, determine the target control parameters of the axle-end power generation device, wherein the axle-end power generation device is located on the axle end of the rail vehicle.

[0036] The aforementioned axle-end power generation device refers to a power generation device installed at the axle end of a rail vehicle, which converts the kinetic energy of the axle's rotation into electrical energy. Axle-end power generation devices may include, but are not limited to, permanent magnet generators and induction generators; the specific device must be determined based on the actual rail vehicle design. Axle-end power generation devices can be used during train operation, especially during downhill or braking phases, to recover energy from the kinetic energy of the wheels, generating electrical energy to charge the vehicle's energy storage devices (such as batteries), thereby improving energy efficiency and the train's self-sufficiency.

[0037] The aforementioned target control parameters refer to the operating indicators or commands set for the axle-end generator based on vehicle operation data, used to guide the performance adjustment and operating status of the generator. Target control parameters may include, but are not limited to, generator output power, generator excitation current, torque setpoint, and output voltage control point. Specific target control parameters need to be determined based on the control requirements of the axle-end generator. Determining appropriate target control parameters ensures the efficient and safe operation of the axle-end generator, guaranteeing sufficient charging of the energy storage device while avoiding negative impacts on train operation, such as increased resistance.

[0038] Based on the vehicle operating data, the target control parameters of the axle-end power generation device are determined. The determination methods may include, but are not limited to, the following:

[0039] The first method is real-time data analysis, which relies on real-time monitoring of vehicle operating data such as speed, acceleration, and braking signals. By continuously collecting this data, the vehicle's operating status can be analyzed in real time, thereby adjusting the target control parameters of the axle-end power generation device to ensure that charging needs are met while minimizing the impact on train operating efficiency.

[0040] The second method, predictive control algorithms, utilize historical operating data and current road condition information (such as gradient and route length) to build a predictive model through machine learning or artificial intelligence techniques. Then, real-time vehicle operating data is input into the predictive model to obtain the target control parameters for the axle-end power generation unit.

[0041] The above methods are for illustrative purposes only. The specific method to determine the method should be determined based on actual needs, and no limitation is made here.

[0042] In one optional embodiment, target control parameters that enable precise control of the axle-end power generation device are determined based on vehicle operating data. This process, using real-time vehicle operating data, yields target control parameters that meet the current vehicle operating conditions, thereby improving the control accuracy of the target configuration parameters on the axle-end power generation device and ultimately enhancing its power generation performance.

[0043] Step S106: Based on the target control parameters, control the shaft-end power generation device to charge the energy storage device, and acquire the energy status data of the energy storage device during the charging process.

[0044] The aforementioned state-of-charge (SOC) data refers to the recorded information on the energy storage device's charge level during the charging process. SOC data may include, but is not limited to, remaining charge percentage, battery voltage, charging current, battery temperature, and battery health status. Specific SOC data needs to be determined based on actual needs. SOC data can be used to dynamically monitor the charging status of the energy storage device, thereby dynamically adjusting the charging strategy, such as controlling the charging current and charging time, to ensure the energy storage device is charged within a reasonable range and prevent overcharging or undercharging.

[0045] In one optional embodiment, the axle-end power generation device is activated based on target control parameters. This device converts the kinetic energy of the axle rotation into electrical energy to charge the energy storage device. During charging, the device continuously acquires data on the energy storage device's status, including remaining charge, charging current, battery voltage, and temperature. This data not only monitors the charging progress and ensures charging safety but also feeds back to the control system, allowing for dynamic adjustments to the charging strategy. For example, it can automatically adjust the charging power or stop charging based on battery status to avoid overcharging or undercharging, protecting the energy storage device and improving energy efficiency. Through precise control and real-time monitoring, the entire process achieves effective coordination between axle-end power generation and energy storage, enhancing the self-sufficiency of the rail vehicle and the level of intelligent energy management.

[0046] Step S108: When the power status data is greater than or equal to the first preset power threshold, control the shaft end generator to stop charging the energy storage device, wherein the first preset power threshold is used to represent the highest power threshold in the energy storage device.

[0047] The aforementioned first preset capacity threshold can refer to the maximum amount of electricity that an energy storage device (such as a battery) can safely store under normal operating conditions. The first preset capacity threshold can be defined as a percentage of capacity (such as 90% or 95%), or it can be expressed as a specific value of physical parameters such as battery voltage and current. For example, for some batteries, the first preset capacity threshold can be set at 80%-90% of its nominal capacity to reserve space and avoid potential battery damage. The above first preset capacity threshold is only an example; the specific first preset capacity threshold needs to be determined according to the specific type and specifications of the energy storage device. The first preset capacity threshold can be used to protect energy storage devices, refine vehicle energy management, and improve vehicle system reliability.

[0048] In one optional embodiment, firstly, real-time power status data from the energy storage device is continuously read and analyzed, including key indicators such as the current power percentage. When the power status data is detected to be greater than or equal to a preset safe charging upper limit, i.e., a first preset power threshold, a command to stop charging is immediately sent to the axle-end generator. This command, based on sensor feedback within the energy storage device, ensures precise control and timely interruption of the charging process. This precise control effectively avoids the risk of overcharging the energy storage device. Furthermore, this approach improves energy utilization efficiency, reduces energy waste during charging, and by preventing unnecessary charging, reduces the workload of the axle-end generator under high power conditions, indirectly reducing train running resistance caused by power generation, thereby improving the overall train operating performance and the level of intelligent energy management.

[0049] In one optional embodiment, when the energy storage device's state-of-charge data is greater than or equal to a first preset energy threshold, the output power of the axle-end generator is gradually reduced until charging stops, rather than immediately. Specifically, a signal indicating that the energy storage device is approaching its maximum energy threshold is first identified. Then, the power generation efficiency of the axle-end generator is gradually reduced, which can be achieved by adjusting the generator's excitation current or changing the duty cycle of the electronic controller. This process is continuous and gentle, aiming to avoid the impact on the energy storage device caused by a sudden halt in the energy level increase, and also reducing the direct waste of kinetic energy converted into electrical energy without being stored. As the power generation gradually decreases, the energy status data is continuously monitored. Once the energy storage device's energy level stabilizes near the first preset energy threshold, the generator stops operating, ensuring that the energy storage device is not overcharged. This process not only effectively protects the energy storage device, avoiding potential risks caused by overcharging, but also improves energy utilization efficiency and reduces unnecessary power generation and energy waste. Through gradual power adjustment, it is possible to maximize energy storage while maintaining good coordination between the generator and vehicle operation, further improving the overall performance and operational economy of the rail vehicle.

[0050] In this embodiment, when the rail vehicle meets preset charging conditions, vehicle operation data of the rail vehicle is acquired. Then, based on the vehicle operation data, target control parameters for the axle-end power generation device are determined. Next, based on the target control parameters, the axle-end power generation device is controlled to charge the energy storage device, and the energy storage device's power status data is acquired during the charging process. Finally, when the energy status data is greater than or equal to a first preset energy threshold, the axle-end power generation device is controlled to stop charging the energy storage device. This application first automatically collects the rail vehicle's vehicle operation data when the rail vehicle meets preset charging conditions. Then, based on the vehicle operation data, the target control parameters for the axle-end power generation device are calculated to ensure efficient energy generation and matching with the energy storage device. Next, the axle-end power generation device starts working according to the calculated target control parameters to charge the energy storage device, while continuously monitoring the energy storage device's power status data. Once the power level reaches or exceeds the first preset energy threshold, it indicates that the energy storage device has reached full charge, and the axle-end power generation device automatically stops generating electricity, avoiding overcharging and increased running resistance caused by continuous axle-end power generation. This application adopts an intelligent dynamic control method, which improves the efficiency of energy storage and utilization by real-time monitoring and dynamic adjustment of the working status of the axle-end power generation device. This achieves the technical effects of energy recovery, reducing running resistance and improving the driving performance of rail vehicles, thereby solving the technical problem of low energy utilization efficiency of rail vehicles in related technologies.

[0051] Optionally, the method further includes: upon receiving a braking signal for the rail vehicle, judging the braking signal to obtain a signal judgment result, wherein the signal judgment result indicates whether the braking signal meets a preset braking condition; obtaining a power judgment result based on the initial power state data of the energy storage device and a second preset power threshold, wherein the second preset power threshold indicates the lowest power threshold in the energy storage device, the power judgment result indicates whether the energy storage device meets a preset power condition, and the preset power condition indicates that the initial power state data is less than the second preset power threshold; and determining that the rail vehicle meets a preset charging condition if the signal judgment result indicates that the braking signal meets the preset braking condition, and / or the power judgment result indicates that the energy storage device meets the preset power condition.

[0052] The aforementioned signal judgment result refers to a determination of the validity of the received braking signal. The signal judgment result may include, but is not limited to, the braking signal meeting or not meeting the preset braking conditions; the specific signal judgment result needs to be determined based on the actual judgment situation. The signal judgment result can serve as one of the conditions for activating the shaft-end power generation device, ensuring that the device is activated only when energy recovery is truly needed, thereby avoiding unnecessary energy generation and storage and improving energy utilization efficiency.

[0053] The aforementioned preset braking conditions refer to a series of rules or standards set for the braking signal to determine whether the current braking signal is suitable for initiating the energy recovery process of the shaft-end generator. Preset braking conditions may include, but are not limited to, preset braking signal strength, braking signal duration, and ramp angle; specific preset braking conditions need to be determined based on actual needs. Preset braking conditions can be used to identify suitable energy recovery opportunities, ensuring that the shaft-end generator operates under the most favorable conditions, thereby improving the efficiency and effectiveness of energy recovery.

[0054] The aforementioned initial state of charge data refers to the energy storage device's energy level at a specific moment, such as during system startup or the start of an operating cycle. Initial state of charge data may include, but is not limited to, battery voltage, current, and state of charge (SOC). Specific initial state of charge data needs to be determined based on energy assessment requirements. This data provides a comprehensive view of the energy storage device's current state. By comparing the initial state of charge data with a second preset energy threshold, it can be determined whether emergency or priority activation of the axle-end generator is necessary to ensure a stable power supply for the rail vehicle.

[0055] The aforementioned second preset power threshold refers to the minimum power level that the energy storage device should not fall below during normal operation, used to prevent critical system failures due to insufficient power. The second preset power threshold may include, but is not limited to, 30%, 25%, 20%, 15%, etc. These values ​​are merely examples; the specific second preset power threshold needs to be determined based on the performance indicators of the energy storage device and system requirements. The second preset power threshold ensures that the core system can still receive sufficient power support in any emergency. It can also serve as a trigger condition for starting the axle-end generator for emergency charging, ensuring that the energy storage device maintains a power level above the required level to support the operation of the train's electrical system.

[0056] The aforementioned power level determination result can refer to a conclusion drawn from a comparison between the initial power level status data and the second preset power level threshold. The power level determination result may include, but is not limited to, the energy storage device meeting the preset power level conditions or the energy storage device not meeting the preset power level conditions. The specific power level determination result needs to be determined based on the initial power level status data. The power level determination result is another key factor in determining whether the shaft-end generator should start the charging mode, ensuring that the system does not blindly charge when the power is sufficient, thereby saving resources.

[0057] The aforementioned preset power conditions may refer to the power status requirements that the energy storage device needs to meet, that is, the initial power status data is less than the second preset power threshold, which is used to trigger the emergency charging operation of the shaft-end power generation device.

[0058] In one optional embodiment, when the rail vehicle receives a braking signal, the braking signal is analyzed to determine whether it meets preset braking conditions. Simultaneously, the initial charge status data of the energy storage device is monitored to determine if it is below a set minimum charge threshold, i.e., a second preset charge threshold. This logic ensures that the axle-end generator can be activated to charge the energy storage device when the preset braking conditions are met or when the energy storage device's charge is insufficient. Specifically, when the signal determination result indicates that the braking signal meets the preset braking conditions, and / or the charge determination result indicates that the initial charge status data of the energy storage device is below the second preset charge threshold, the rail vehicle is deemed to meet the preset charging conditions. This intelligent control strategy based on braking signals and energy storage status not only enables energy recovery and utilization during braking, improving energy efficiency, but also ensures that the energy storage device is charged promptly when its charge is low, avoiding functional loss due to insufficient charge, thereby improving the reliability and economy of the entire power supply system.

[0059] Optionally, the braking signal is judged to obtain a signal judgment result, including: acquiring the signal control parameters of the braking signal, wherein the signal control parameters are used to represent the performance parameters of the braking signal; and determining the signal judgment result based on the signal control parameters and preset braking conditions.

[0060] The aforementioned signal control parameters refer to a series of values ​​or indicators reflecting the characteristics of the received braking signal. These parameters may include, but are not limited to, braking signal strength, braking signal duration, signal frequency, and rate of change of speed. Specific signal control parameters need to be determined based on the actual braking signal. These parameters are used to verify the authenticity and validity of the braking signal and to prevent the system from responding inappropriately to false alarms or interference. By analyzing the signal control parameters and combining them with preset braking conditions, it can be determined whether the appropriate time has been reached to activate the shaft-end generator for energy recovery.

[0061] In one optional embodiment, signal control parameters of the braking signal are first acquired, including key performance indicators such as the intensity and duration of the braking signal. These parameters are then compared and analyzed with preset braking conditions to determine whether the signal control parameters meet the preset braking conditions. The resulting signal judgment determines whether to activate the axle-end power generation device. This intelligent judgment strategy ensures that the axle-end power generation device is activated only when the signal control parameters, such as the intensity and duration of the braking signal, are suitable for charging, thus avoiding unnecessary energy consumption and improving charging efficiency.

[0062] Optionally, based on vehicle operation data, the target control parameters of the axle-end power generation device are determined, including: performing correlation analysis on the vehicle operation data to determine the correlation between the vehicle operation data and the control parameters corresponding to the axle-end power generation device; filtering the vehicle operation data based on the correlation and a preset correlation threshold to obtain candidate operation data, wherein the correlation of the candidate operation data is greater than the preset correlation threshold; preprocessing the candidate operation data to obtain preprocessed vehicle operation data; and determining the target control parameters corresponding to the axle-end power generation device based on the preprocessed vehicle operation data.

[0063] The aforementioned correlation refers to the quantitative expression of the relationship between vehicle operating data and the control parameters of the axle-end power generation unit. A high correlation means that the vehicle operating data has a significant impact on the control parameters, and vice versa. Types of correlation may include, but are not limited to, Pearson correlation coefficient, Spearman's rank correlation coefficient, and other statistical correlation measurements applicable to different types of data. For example, the linear correlation between speed and power generation, or the non-linear correlation between gradient and charging frequency. The above correlations are merely examples; specific correlations need to be determined based on the data type. Correlation analysis can be used to identify which vehicle operating data is crucial to the performance of the axle-end power generation unit, thereby enabling more precise adjustment of control strategies and improving the efficiency and effectiveness of energy management.

[0064] The aforementioned preset relevance threshold can refer to a pre-set relevance limit value. This threshold can be a fixed value, such as 0.9, 0.85, 0.8, or 0.75; or it can be dynamically adjusted, varying according to different operating environments or real-time conditions. The above preset relevance thresholds are merely examples; specific preset relevance thresholds need to be determined based on historical data analysis, expert experience, and system design objectives. Preset relevance thresholds can simplify the data analysis process, filtering out vehicle operation data that has a substantial connection with the control parameters of the axle-end generator, thereby avoiding the processing of large amounts of irrelevant data and improving decision-making quality and speed.

[0065] The aforementioned candidate operating data refers to the set of all vehicle operating data identified, after correlation analysis, as having a significant impact on the control parameters of the axle-end generator. Candidate operating data provides a curated dataset for further analysis and control strategy development, helping to make optimal decisions based on the most relevant data, such as when to start charging and when to stop charging.

[0066] The aforementioned preprocessing refers to a series of preprocessing operations, such as cleaning, transformation, and standardization, performed on the candidate data. Preprocessing may include, but is not limited to, data cleaning (e.g., removing outliers), data transformation (converting data from different formats to a uniform format), and data normalization (ensuring all data are on the same scale). Specific preprocessing operations need to be determined based on the actual data processing requirements. Preprocessing steps are crucial for ensuring the accuracy of the analysis results; they not only improve data quality but also enable more effective interpretation and utilization of the data, reducing the probability of erroneous decisions.

[0067] The aforementioned preprocessed vehicle operation data can refer to the results obtained after performing a series of preprocessing operations such as cleaning, transformation, and standardization on the candidate operation data.

[0068] In one optional embodiment, firstly, correlation analysis is performed on vehicle operation data to identify the correlation between the vehicle operation data and the control parameters corresponding to the axle-end power generation device. Then, the vehicle operation data is filtered based on the correlation and a preset correlation threshold, retaining data that significantly affects the control parameters as candidate operation data. Next, these candidate operation data undergo preprocessing, including data cleaning and format conversion, to ensure the accuracy and effectiveness of subsequent analysis. Finally, based on the preprocessed vehicle operation data, data analysis algorithms or models, such as regression analysis and machine learning, are used to determine the target control parameters for the axle-end power generation device. This process, through data analysis and preprocessing, yields accurate target control parameters, thereby improving the working efficiency of the axle-end power generation device, enabling efficient energy recovery and storage under different operating conditions, while also reducing unnecessary power consumption and improving the overall operational economy of the train.

[0069] Optionally, determining the target control parameters corresponding to the axle-end power generation device based on the preprocessed vehicle operation data includes: determining the initial control parameters corresponding to the axle-end power generation device based on the preprocessed vehicle operation data; and filtering the initial control parameters based on a preset safety range to obtain the target control parameters, wherein the target control parameters are within the preset safety range.

[0070] The aforementioned initial control parameters refer to the setpoints required for the operation of the axle-end generator, initially calculated after analyzing the pre-processed vehicle operating data. These initial control parameters may include, but are not limited to, charging power, charging time, excitation current of the axle-end generator, torque setpoint, and output voltage control point. Specific initial control parameters need to be determined based on actual control requirements and vehicle operating data. The initial control parameters are the starting point for adjusting and improving the performance of the generator. They reflect immediate operational needs and provide a basic reference for formulating subsequent control strategies. By dynamically adjusting these parameters, the axle-end generator can achieve optimal operating conditions under various operating conditions, realizing efficient energy recovery and management.

[0071] The aforementioned preset safety range refers to a set of boundary conditions that limit the control parameters of the axle-end generator. The preset safety range may include, but is not limited to, power limits, speed limits, temperature thresholds, voltage constraints, and current constraints. The specific preset safety range needs to be determined based on factors such as the design specifications of the generator, the capacity of the energy storage device, and vehicle operation safety regulations. The preset safety range is used to prevent the axle-end generator from operating under overload or inefficiently, avoiding damage to the vehicle, occupants, or the system itself. By limiting the value range of the control parameters, it ensures that even under extreme operating conditions, the axle-end generator remains within a controllable and reliable operating range.

[0072] In one optional embodiment, initial control parameters for the axle-end power generation device are first determined based on preprocessed vehicle operation data. These parameters may include the power generation device's start-up threshold, charging rate, and sensitivity to braking signals. Then, these initial parameters are filtered and adjusted within a preset safety range to ensure that the obtained target control parameters achieve optimal energy recovery and utilization while guaranteeing train operation safety. This also ensures the safety and rationality of the final target control parameters, thereby improving the safety of rail vehicle operation.

[0073] Optionally, the method further includes: outputting initial control parameters; obtaining feedback results on the initial control parameters; and adjusting the initial control parameters based on the feedback results to obtain target control parameters.

[0074] The aforementioned feedback results refer to the performance data and operating status information collected from the shaft-end generator and its related systems after executing commands based on initial control parameters. Feedback results may include, but are not limited to, charging power feedback results, charging time feedback results, excitation current feedback results of the shaft-end generator, torque setpoint feedback results, and output voltage control point feedback results. Specific feedback results need to be determined based on a comprehensive evaluation of the initial control parameters. Feedback results play a crucial role in the closed-loop control system, reflecting the actual effect of the control parameters and providing a basis for further improvements. By continuously collecting feedback results and adjusting control parameters accordingly, finer control can be achieved, ensuring that the shaft-end generator operates efficiently and stably under various operating conditions.

[0075] In one optional embodiment, initial control parameters are output, feedback results on these initial control parameters are obtained, and the initial control parameters are adjusted based on the feedback results to obtain more precise target control parameters. This process ensures that the axle-end generator power supply system can dynamically adjust the power generation strategy according to real-time braking signals and battery power signals, improving energy recovery efficiency and power supply stability. Through continuous fine-tuning of parameters, the axle-end generator can respond more flexibly to changes in train operating conditions, such as increasing power generation during braking to fully utilize kinetic energy, and reducing or stopping power generation during uphill or normal travel to reduce running resistance. This adaptive control mechanism not only improves energy utilization efficiency but also enhances the train's dynamic performance and reduces the waste of electrical energy.

[0076] In one optional embodiment, the initial control parameters are uploaded to a cloud server, and the cloud server performs big data analysis on the initial control parameters to obtain feedback results; then, based on the feedback results, the initial control parameters are adjusted to obtain the target control parameters.

[0077] Specifically, initial control parameters are uploaded to a cloud server via IoT technology. Upon receiving these parameters, the cloud server utilizes its powerful data processing capabilities and machine learning algorithms to perform in-depth analysis. The server can integrate data from similar vehicles across the country and even globally, identifying optimal parameter settings under specific conditions. Simultaneously, it analyzes the long-term operating trends of the power generation unit, predicting potential performance degradation or failure risks. By comparing with historical data, energy recovery algorithms can be improved, enhancing adaptability and efficiency.

[0078] Based on big data analytics, the cloud server generates detailed feedback results, which are transmitted in real-time via a wireless network to the control unit of the shaft-end generator, guiding parameter adjustments. Upon receiving the feedback from the cloud, the initial control parameters are adjusted to adapt to current and future operating conditions. Through this continuous process of uploading, analysis, feedback, and adjustment, a set of target control parameters is ultimately determined to improve system efficiency, extend equipment lifespan, and ensure safe operation.

[0079] The above process, by uploading the initial control parameters to the cloud for analysis and making adjustments based on the feedback results, not only improves the performance and efficiency of the shaft-end power generation device, but also realizes remote detection and intelligent maintenance, greatly reducing operating costs and improving the level of intelligence in railway transportation.

[0080] Optionally, the axle-end power generation device is controlled to charge the energy storage device based on the target control parameters, including: controlling the axle-end power generation device to convert the kinetic energy generated by the rail vehicle during braking to obtain initial electrical energy based on the target control parameters; rectifying the initial electrical energy using a charger to obtain target electrical energy; and transmitting the target electrical energy to the energy storage device.

[0081] The aforementioned initial electrical energy can refer to the electrical energy converted from the kinetic energy generated during the braking process of the rail vehicle by the axle-end generator under the guidance of target control parameters. The initial electrical energy can also refer to three-phase alternating current generated by the axle-end generator.

[0082] The aforementioned charger refers to a device that converts alternating current (AC) to direct current (DC). It rectifies the initial electrical energy (three-phase AC) generated by the shaft-end generator into DC for use in charging subsystems of energy storage devices (such as batteries). Rectification by the charger ensures that electrical energy is stored in a stable form, avoiding potential damage and efficiency loss to the battery caused by AC. Chargers may include, but are not limited to, three-phase bridge rectifiers and charging controllers with Pulse Width Modulation (PWM) functionality; the specific charger must be determined based on the vehicle design. The PWM technology dynamically adjusts the charging current according to the battery's charging state, preventing overcharging or undercharging and extending battery life. Furthermore, modern chargers also incorporate Digital Signal Processing (DSP) technology, enabling more precise control of the rectification process and improving charging efficiency.

[0083] The aforementioned target electrical energy can refer to DC power rectified by the charger, which is then stored in an energy storage device (such as a battery or supercapacitor). This target electrical energy is released during normal vehicle operation or when additional power support is required, providing power to the vehicle's electronic equipment, communication systems, monitoring systems, etc., thereby enhancing the energy autonomy and operational stability of the rail vehicle.

[0084] In one optional embodiment, firstly, based on target control parameters, the axle-end generator efficiently converts the kinetic energy of the rail vehicle during braking into initial electrical energy. Subsequently, a charger rectifies the initial electrical energy, converting it into target electrical energy suitable for battery charging. Finally, the target electrical energy is successfully delivered to the energy storage device, completing the entire charging process. This process not only effectively utilizes the energy generated during downhill braking and reduces the additional resistance and power consumption caused by the axle-end generator during uphill driving, but also ensures that the battery is replenished promptly when needed, guaranteeing the continuous operation of the railway freight car intelligent monitoring system.

[0085] In one optional embodiment, the axle-end generator is installed at the wheel axle end of the rail vehicle, converting the kinetic energy of the vehicle during travel into electrical energy, outputting alternating current (AC). The onboard power supply box, as an extension of the axle-end generator, includes a charger, a battery management system (BMS), and a battery. The charger rectifies the AC power generated by the axle-end generator into direct current (DC), providing a suitable power form for charging the battery. The BMS monitors the battery status in real time to ensure safe and efficient charging and discharging. Under the intelligent management of the BMS, the battery can be fully utilized to power vehicle equipment, and can also supplement or transfer power to external power sources or other vehicles via a charging interface when needed. The axle-end generator and the onboard power supply box are tightly connected by wires, ensuring instantaneous conversion and storage of electrical energy. Vehicle equipment obtains power from the battery in the onboard power supply box, while the charging interface facilitates external charging of the battery. The above closed-loop control system achieves intelligent control of the axle-end power generation device through real-time monitoring and feedback of braking signals and battery power, aiming to improve energy recovery efficiency while reducing the impact on train operation.

[0086] Figure 2 This is a flowchart of a control method for a rail vehicle axle-end power generation device according to an embodiment of this application, as shown below. Figure 2 As shown, the process begins with acquiring a braking signal and / or acquiring the energy storage device's power status data. When the braking signal meets a preset braking condition and / or the power status data is ≤ a second preset power threshold, the axle-end generator charges the energy storage device and simultaneously supplies power to the load. During the charging process, the energy storage device's power status data is acquired. When the power status data is ≥ a first preset power threshold, the axle-end generator stops charging the energy storage device, and the energy storage device supplies power to the load. If the power status data does not meet the first preset power threshold, the axle-end generator continues to charge the energy storage device and supply power to the load. Furthermore, if the braking signal does not meet the preset braking condition and the power status data does not meet the second preset power threshold, the axle-end generator stops charging the energy storage device, and the energy storage device supplies power to the load.

[0087] This process achieves automated and intelligent management of the axle-end generator through real-time monitoring of received braking signals and battery power. When the train brakes downhill or entering a station, it fully utilizes the kinetic energy of the wheels to convert it into electrical energy stored in the battery, achieving braking energy recovery and significantly improving energy efficiency. Simultaneously, when the battery power falls below a warning threshold, the axle-end generator automatically starts to charge the battery, ensuring the continuous and stable operation of onboard equipment, enhancing system reliability and safety, and preventing equipment malfunctions due to insufficient power. More importantly, the process incorporates a judgment of the battery's full charge status. Once the battery is fully charged, the axle-end generator immediately stops operating, effectively avoiding energy waste, reducing the additional running resistance caused by axle-end generator generation, improving train performance, and lowering locomotive traction energy consumption. This has a significant effect on improving transportation efficiency and economic benefits, while also embodying the concept of green and environmentally friendly modern transportation.

[0088] Figure 3 This is a schematic diagram of a control system for an axle-end power generation device of a rail vehicle according to an embodiment of this application, as shown below. Figure 3 As shown, Figure 3 It includes a braking signal acquisition device 302, an energy storage device power status acquisition device 304, a control condition confirmation device 306, a shaft end power generation device 308, a rectifier charging and power supply device 310, an energy storage device 312, and a load 314.

[0089] The control condition confirmation device 306 in the control system receives and analyzes data from the braking signal acquisition device 302 and the energy storage device power status acquisition device 304. The braking signal acquisition device 302 detects the vehicle's braking commands in real time, while the energy storage device power status acquisition device 304 continuously monitors the power level of the energy storage device 312. Based on this information, the control condition confirmation device 306 determines whether the preset charging conditions are met, i.e., whether the train is on a downhill slope or braking towards a station, or whether the power level of the energy storage device 312 is below a warning value.

[0090] Once the charging conditions are confirmed, the control condition confirmation device 306 sends a start signal to the axle-end power generation device 308, which then begins generating electrical energy through axle rotation. The generated three-phase AC power is converted into DC power by the rectifier charging power supply device 310 and then supplied to the energy storage device 312 for charging. Simultaneously, the system continuously monitors the charge status of the energy storage device 312 to ensure it is fully charged within a safe range. When the charge level of the energy storage device reaches or exceeds a first preset charge threshold, the system automatically interrupts the charging process to prevent excess energy or unnecessary battery loss, ensuring the safety and efficiency of system operation.

[0091] The entire control system achieves dynamic control of the axle-end power generation device through intelligent sensing of the train's operating status and precise management of the power of the energy storage device. This aims to ensure stable power supply to onboard equipment while effectively improving energy recovery efficiency and train performance, and reducing unnecessary running resistance and energy waste.

[0092] According to an embodiment of this application, a control device for an axle-end power generation device of a rail vehicle is provided. It should be noted that this device can be used to execute the control method for the axle-end power generation device of the rail vehicle described above. The specific implementation method and preferred application scenarios are the same as those in the above embodiment, and will not be repeated here.

[0093] Figure 4 This is a schematic diagram of a control device for an axle-end power generation device of a rail vehicle according to an embodiment of this application, as shown below. Figure 4 As shown, the device includes: an acquisition module 402, a determination module 404, a charging module 406, and a control module 408.

[0094] The acquisition module 402 is used to acquire vehicle operation data of the rail vehicle when the rail vehicle meets preset charging conditions, wherein the preset charging conditions are used to characterize the conditions under which the energy storage device needs to be charged, and the energy storage device is used to represent the device in the rail vehicle used to store energy; the determination module 404 is used to determine the target control parameters of the axle-end generator based on the vehicle operation data, wherein the axle-end generator is located on the axle end of the rail vehicle; the charging module 406 is used to control the axle-end generator to charge the energy storage device based on the target control parameters, and acquire the energy status data of the energy storage device during the charging process; the control module 408 is used to control the axle-end generator to stop charging the energy storage device when the energy status data is greater than or equal to a first preset energy threshold, wherein the first preset energy threshold is used to represent the highest energy threshold in the energy storage device.

[0095] Optionally, the device is further configured to, upon receiving a braking signal for the rail vehicle, determine the braking signal and obtain a signal determination result, wherein the signal determination result indicates whether the braking signal meets a preset braking condition; based on the initial energy state data of the energy storage device and a second preset energy threshold, obtain an energy determination result, wherein the second preset energy threshold indicates the lowest energy threshold in the energy storage device, the energy determination result indicates whether the energy storage device meets a preset energy condition, and the preset energy condition indicates that the initial energy state data is less than the second preset energy threshold; and determine that the rail vehicle meets a preset charging condition if the signal determination result indicates that the braking signal meets the preset braking condition and / or the energy determination result indicates that the energy storage device meets the preset energy condition.

[0096] Optionally, the device is also used to acquire signal control parameters of the braking signal, wherein the signal control parameters are used to represent the performance parameters of the braking signal; and to determine the signal judgment result based on the signal control parameters and preset braking conditions.

[0097] Optionally, the determination module is used to perform correlation analysis on vehicle operation data to determine the correlation between vehicle operation data and control parameters corresponding to the axle-end generator; to filter vehicle operation data based on the correlation and a preset correlation threshold to obtain candidate operation data, wherein the correlation of the candidate operation data is greater than the preset correlation threshold; to preprocess the candidate operation data to obtain preprocessed vehicle operation data; and to determine the target control parameters corresponding to the axle-end generator based on the preprocessed vehicle operation data.

[0098] Optionally, the determining module is also used to determine the initial control parameters corresponding to the axle-end power generation device based on the preprocessed vehicle operation data; and to filter the initial control parameters based on a preset safety range to obtain target control parameters, wherein the target control parameters are within the preset safety range.

[0099] Optionally, the device is also used to output initial control parameters; obtain feedback results on the initial control parameters; and adjust the initial control parameters based on the feedback results to obtain target control parameters.

[0100] Optionally, the charging module is used to control the axle-end power generation device to convert the kinetic energy generated by the rail vehicle during braking based on the target control parameters to obtain initial electrical energy; to rectify the initial electrical energy using a charger to obtain target electrical energy; and to transmit the target electrical energy to an energy storage device.

[0101] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0102] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0103] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0104] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0105] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0106] In the above embodiments of this application, 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.

[0107] 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.

[0108] 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.

[0109] Furthermore, the functional units in the various embodiments of this application 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.

[0110] 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 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 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 this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0111] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A control method for a generator at the axle end of a rail vehicle, characterized in that, include: When the rail vehicle meets the preset charging conditions, the vehicle operation data of the rail vehicle is acquired. The preset charging conditions are used to characterize the conditions under which the energy storage device needs to be charged. The energy storage device is used to represent the device in the rail vehicle used to store energy. Based on the vehicle operation data, target control parameters for the axle-end power generation device are determined, wherein the axle-end power generation device is located on the axle end of the rail vehicle. Based on the target control parameters, the shaft-end power generation device is controlled to charge the energy storage device, and the power status data of the energy storage device is acquired during the charging process. When the power status data is greater than or equal to a first preset power threshold, the shaft-end power generation device is controlled to stop charging the energy storage device, wherein the first preset power threshold is used to represent the highest power threshold in the energy storage device.

2. The method according to claim 1, characterized in that, The method further includes: Upon receiving a braking signal for the rail vehicle, the braking signal is judged to obtain a signal judgment result, wherein the signal judgment result is used to indicate whether the braking signal meets the preset braking conditions; Based on the initial power status data of the energy storage device and the second preset power threshold, a power judgment result is obtained, wherein the second preset power threshold is used to represent the lowest power threshold in the energy storage device, and the power judgment result is used to indicate whether the energy storage device meets the preset power condition, wherein the preset power condition is used to indicate that the initial power status data is less than the second preset power threshold. If the signal determination result indicates that the braking signal meets the preset braking condition, and / or the power determination result indicates that the energy storage device meets the preset power condition, then the rail vehicle is determined to meet the preset charging condition.

3. The method according to claim 2, characterized in that, The braking signal is judged to obtain a signal judgment result, including: Obtain the signal control parameters of the braking signal, wherein the signal control parameters are used to represent the performance parameters of the braking signal; The signal judgment result is determined based on the signal control parameters and the preset braking conditions.

4. The method according to claim 1, characterized in that, Based on the vehicle operation data, the target control parameters for the axle-end power generation device are determined, including: A correlation analysis is performed on the vehicle operation data to determine the correlation between the vehicle operation data and the control parameters corresponding to the axle-end power generation device. The vehicle operation data is filtered based on the correlation and a preset correlation threshold to obtain candidate operation data, wherein the correlation of the candidate operation data is greater than the preset correlation threshold. The candidate operating data is preprocessed to obtain preprocessed vehicle operating data; The target control parameters corresponding to the axle-end power generation device are determined based on the preprocessed vehicle operation data.

5. The method according to claim 4, characterized in that, Based on the preprocessed vehicle operating data, the target control parameters corresponding to the axle-end power generation device are determined, including: The initial control parameters corresponding to the axle-end power generation device are determined based on the preprocessed vehicle operation data. The initial control parameters are filtered based on a preset safety range to obtain the target control parameters, wherein the target control parameters are located within the preset safety range.

6. The method according to claim 5, characterized in that, The method further includes: Output the initial control parameters; Obtain feedback results for the initial control parameters; The initial control parameters are adjusted based on the feedback results to obtain the target control parameters.

7. The method according to claim 1, characterized in that, Controlling the shaft-end power generation device to charge the energy storage device based on the target control parameters includes: Based on the target control parameters, the axle-end power generation device is controlled to convert the kinetic energy generated by the rail vehicle during braking to obtain initial electrical energy; The initial electrical energy is rectified using a charger to obtain the target electrical energy; The target electrical energy is delivered to the energy storage device.

8. A control device for a generator at the axle end of a rail vehicle, characterized in that, include: The acquisition module is used to acquire the vehicle operation data of the rail vehicle when the rail vehicle meets the preset charging conditions, wherein the preset charging conditions are used to characterize the conditions that require charging of the energy storage device, and the energy storage device is used to represent the device in the rail vehicle used to store energy. The determination module is used to determine the target control parameters of the axle-end power generation device based on the vehicle operation data, wherein the axle-end power generation device is located on the axle end of the rail vehicle. The charging module is used to control the shaft-end power generation device to charge the energy storage device based on the target control parameters, and to acquire the energy status data of the energy storage device during the charging process. The control module is used to control the shaft-end power generation device to stop charging the energy storage device when the power status data is greater than or equal to a first preset power threshold, wherein the first preset power threshold is used to represent the highest power threshold in the energy storage device.

9. A vehicle, 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.

10. 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.

11. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 7.

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