Anti-slip and anti-spin control method and device for rail vehicle

Abstract

The application discloses a control method and device for preventing skidding and spinning of a rail vehicle, and relates to the technical field of rail vehicles, wherein the method comprises the following steps: collecting current axle speed information of each brake axle, and determining current axle speed and current axle acceleration of each brake axle according to the current axle speed information of each brake axle; determining a current control decrement of each brake axle according to the current axle speed, the current axle acceleration and a pre-determined output decrement mapping relationship; in response to the current control decrement being higher than a first decrement threshold, outputting a traction force control signal to a traction system according to the type of the traction system of the rail vehicle and the current control decrement of each brake axle; and in response to the current control decrement being lower than a second decrement threshold, outputting a retardation signal to the traction system. The application can effectively inhibit wheel set spinning / skidding, improve wheel / rail adhesion utilization, and obtain higher traction force.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and in particular to a control method and device for preventing slippage and wheel spin in rail vehicles. Background Technology

[0002] In railway transportation, train traction is transmitted through adhesion and creep on the rolling contact surfaces of the wheel and rail. Without sufficient adhesion traction, there is insufficient acceleration during train operation. If the adhesion between the wheel and rail fails, the train wheels will slip / spin, significantly affecting the normal wheel-rail contact relationship and leading to wheel-rail abrasion. To address these issues, train traction systems are generally equipped with anti-slip / anti-free-slip control systems.

[0003] Currently, common anti-slip / anti-wheel spin control methods for traction systems include correction-type, creep rate control-type, and adhesion characteristic curve slope control-type. Correction-type anti-slip / anti-wheel spin control methods primarily determine the presence of wheel slip / wheel spin by measuring the difference in linear velocity and linear acceleration of the wheelset, or the derivative of the wheelset's linear acceleration. Creep rate-based anti-slip / anti-wheel spin control methods involve installing radio radar on the underside of the vehicle. The data is processed to obtain a relatively reliable vehicle translational speed. Comparing this translational speed with the wheelset's linear velocity yields the creep rate value, which is then compared to the maximum allowable creep rate between the wheel and rail to determine if wheel slip / wheel spin has occurred. Adhesion characteristic curve slope control methods adjust the slope of the adhesion characteristic curve for anti-slip / anti-wheel spin control, including orthogonal intersection methods and adhesion coefficient differential methods. However, this control method is difficult to implement and is rarely used in practical engineering applications.

[0004] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section. Summary of the Invention

[0005] In order to solve at least one of the technical problems in the background section above, this application proposes a control method and device for anti-skid and anti-slipping of rail vehicles, which can effectively suppress wheelset slip / slippage, improve wheel-rail adhesion utilization, and obtain higher traction.

[0006] In a first aspect, embodiments of the present invention provide a control method for preventing slippage and wheel slippage in rail vehicles, comprising: Collect the current shaft speed information of each brake shaft, and determine the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft; Based on the current axis speed, the current axis acceleration, and the predetermined output reduction mapping relationship, the current control reduction of each braking axis is determined; In response to the current control reduction being higher than a first reduction threshold, a traction control signal is output to the traction system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles; In response to the current control reduction being lower than the second reduction threshold, a slack signal is output to the traction system.

[0007] In some optional embodiments of this example, determining the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft includes: The current speed of each brake shaft is determined based on the current shaft speed information of each brake shaft. Differentiate the current axis velocity of each of the brake axes to determine the current axis acceleration of each of the brake axes.

[0008] In some optional embodiments of this example, the step of pre-determining the output reduction mapping relationship includes: The absolute value of the i-th slip, the i-th slope, and the acceleration limit values ​​of the simulated reference velocity are predetermined, where i is the number of functions; Based on the first i absolute value of slip, the first i The slope and the acceleration limit values ​​of the simulated reference velocity are used to determine the first... j The current axial acceleration of the brake shaft and the slip of the first... i The function, wherein the first i The function expression is as follows:

[0009] In the formula, f [ i ] is the first i function; k [ i ] is the first i Slope; s [ i ] is the first i absolute value of slip; α w [ j ] is the first j The current axial acceleration of the brake shaft; α m The acceleration limit value for the simulated reference velocity; j The number of brake axles of the rail vehicle; Based on the first iThe results of plotting the function in a rectangular coordinate system determine multiple anti-slip and anti-idle spin control areas, wherein each of the anti-slip and anti-idle spin control areas uniquely corresponds to a control reduction.

[0010] In some optional embodiments of this example, the first i The function includes a first-stage sub-function and a second-stage sub-function, wherein the first... i The slope includes the first-stage sub-slope and the second-stage sub-slope, where: When the first j When the current axis acceleration of the brake shaft is less than the acceleration limit value of the simulated reference velocity, the first... i The function expression for the first-stage sub-function is as follows:

[0011] In the formula, f n [ i ] is the first i The first-stage sub-function of the function; k n [ i ] is the first i The first-stage sub-slope of the function; When the first j When the current axis acceleration of the brake shaft is greater than or equal to the acceleration limit value of the simulated reference velocity, the first... i The function expression for the second-stage sub-function is as follows:

[0012] In the formula, f p [ i ] is the first i The second-stage sub-function of the function; k p [ i ] is the first i The second-stage sub-slope of the function.

[0013] In some alternative embodiments of this example, the step based on the first... i The plotting results of the function in a rectangular coordinate system determine multiple anti-slip and anti-wheel-drive control areas, including: Based on the first i The plotting results of the first-stage sub-function and the second-stage sub-function in the rectangular coordinate system, with the vertical axis and the acceleration limit value of the simulated reference velocity as boundaries, respectively, determine the multiple anti-slip and anti-idle spin control areas.

[0014] In some optional embodiments of this example, determining the current control reduction of each braking shaft based on the current shaft speed, the current shaft acceleration, and a pre-determined output reduction mapping relationship includes: The current reference speed of the rail vehicle is determined based on the current axle speed of each of the brake axles. Based on the current reference speed and the... j The current shaft speed of the brake shaft determines the first... j Slippage of the brake shaft; According to the first j The slippage of the brake shaft, the current shaft acceleration, and the predetermined deceleration mapping relationship determine the first... j The current control reduction of the brake shaft, where, j The number of brake axles of the rail vehicle.

[0015] In some optional embodiments of this example, determining the current reference speed of the rail vehicle based on the current axle speed of each of the braking axles includes: Determine whether the current speed of each of the braking axes is higher than the virtual reference speed; If so, determine the virtual reference speed as the current reference speed; If not, determine the minimum of the current shaft speeds of each of the brake shafts as the current reference speed.

[0016] In some alternative embodiments of this example, the step of outputting a traction control signal to the traction system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles includes: In response to the traction system being vehicle-controlled, the traction control signal is output to the traction system based on the maximum value of the current control reduction of each of the brake axles; In response to the traction system being frame-controlled, the traction force control signal is output to the traction system based on the maximum value of the current control reduction of the two brake axles respectively; In response to the traction system being axle-controlled, the traction force control signal is output to the traction system based on the current control reduction of each of the brake axles.

[0017] In some optional embodiments of this example, the following are also included: Determine whether the current control reduction is higher than the third reduction threshold; If so, output a sand-spreading request signal.

[0018] In some optional embodiments of this example, the following are also included: In response to the current control reduction being higher than a first reduction threshold, a braking control signal is output to the braking system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles.

[0019] Secondly, this application also provides a control device for preventing slippage and wheel slippage in rail vehicles, the device comprising: The speed determination module is configured to collect the current shaft speed information of each brake shaft, and determine the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft. The current control reduction determination module is configured to determine the current control reduction of each of the braking axes based on the current axis speed, the current axis acceleration, and a pre-determined output reduction mapping relationship. The traction control signal output module is configured to output a traction control signal to the traction system in response to the current control reduction being higher than a first reduction threshold, based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles. The slack signal output module is configured to output a slack signal to the traction system in response to the current control reduction being lower than a second reduction threshold.

[0020] Thirdly, embodiments of the present invention also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the aforementioned anti-skid and anti-idle control method for rail vehicles.

[0021] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the aforementioned control method for preventing slippage and wheel slippage in rail vehicles.

[0022] Fifthly, embodiments of the present invention also provide a computer program product, the computer program product including a computer program, which, when executed by a processor, implements the above-described control method for preventing slippage and wheel slippage of a rail vehicle.

[0023] This invention provides a control method and device for preventing wheel slippage and freewheeling in rail vehicles. The proposed anti-slip / freewheeling control method utilizes only the speed information from the braking system to implement its algorithm, without employing any information from the traction system, thus having no impact on the function of the traction system. The proposed anti-slip / freewheeling control method can independently control wheelset slippage or serve as an auxiliary function of the traction anti-slip / freewheeling control system, working in conjunction with it. The anti-slip / freewheeling control method effectively suppresses wheelset slippage / slippage, improves wheel-rail adhesion utilization, and achieves higher traction. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 This is a schematic flowchart of a control method for preventing slippage and wheel slippage of a rail vehicle according to an embodiment of the present invention; Figure 2 This is a schematic diagram illustrating the division of the anti-slip / anti-freezing control area in an embodiment of the present invention; Figure 3 This is a diagram of the braking anti-skid / anti-freeze control structure in an embodiment of the present invention; Figure 4 This is a schematic diagram of the anti-skid and anti-idle slip control device for rail vehicles in an embodiment of the present invention; Figure 5 This is a schematic diagram of the physical structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0026] The information collected in the technical solution of this application is information and data authorized by the user or fully authorized by all parties. The collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data all comply with the relevant laws, regulations and standards of the relevant countries and regions, necessary confidentiality measures have been taken, and they do not violate public order and good morals. Corresponding operation portals are provided for users to choose to authorize or refuse.

[0027] The acquisition, transmission, storage, use, and processing of data in this application all comply with the relevant provisions of national laws and regulations.

[0028] It should be noted that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, it does not mean that the applicant has used or necessarily used the solution.

[0029] Currently, most high-speed trains still transmit traction / braking force through adhesion-slip between the wheel and rail contact patch. The wheel-rail interface adhesion characteristics are the most direct and primary factor affecting train traction / braking. Wheel-rail interface adhesion is a dynamic random variable, influenced by many complex factors. It changes with location, time, and environmental factors. In actual operation, for the same traction / braking torque under different external environments, the optimal adhesion value frequently varies in both location and magnitude. Generally, anti-slip / anti-freezing systems are needed to control these variations. How to better control "adhesion-slipping / freezing" under low adhesion conditions in rain and snow is the design foundation of a high-performance adhesion control system. Therefore, correctly selecting adhesion control parameters and rationally formulating slipping / freezing control strategies are key to the excellent performance of the adhesion control system. Anti-slip / anti-freezing control should fully consider various possible operating states during braking / traction slippage, adaptively tracking different wheel-rail adhesion states to prevent wheel-rail abrasion while fully utilizing adhesion.

[0030] In railway transportation, train traction is transmitted through adhesion and creep on the rolling contact surfaces of the wheel and rail. Without sufficient adhesion traction, there is insufficient acceleration during train operation. If the adhesion between the wheel and rail fails, the train wheels will slip / spin, severely disrupting the normal wheel-rail contact relationship and leading to wheel-rail abrasion. To address these issues, train traction systems are generally equipped with anti-slip / anti-free-slip control systems.

[0031] Currently, common anti-slip / anti-wheel spin control methods for traction systems include correction-type, creep rate control-type, and adhesion characteristic curve slope control-type. Correction-type anti-slip / anti-wheel spin control methods primarily determine the presence of wheel slip / wheel spin by measuring the difference in linear velocity and linear acceleration of the wheelset, or the derivative of the wheelset's linear acceleration. Creep rate-based anti-slip / anti-wheel spin control methods involve installing radio radar on the underside of the vehicle. The data is processed to obtain a relatively reliable vehicle translational speed. Comparing this translational speed with the wheelset's linear velocity yields the creep rate value, which is then compared to the maximum allowable creep rate between the wheel and rail to determine if wheel slip / wheel spin has occurred. Adhesion characteristic curve slope control methods adjust the slope of the adhesion characteristic curve for anti-slip / anti-wheel spin control, including orthogonal intersection methods and adhesion coefficient differential methods. However, this control method is difficult to implement and is rarely used in practical engineering applications.

[0032] Effective utilization of wheel-rail adhesion primarily relies on anti-slip / anti-spinning control technology. Poor utilization of this technology can lead to wheel lock-up / spinning, resulting in abnormal wheel wear, spalling, and rail surface abrasion. Therefore, based on the characteristics and influencing factors of wheel-rail slippage and adhesion behavior, and considering the characteristics and actual needs of high-speed railways, and building upon previous EMU design and operation, this invention proposes an anti-slip / anti-spinning control method. This method can independently control wheelset slippage / spinning, or serve as an auxiliary function of the traction anti-spinning system, working in conjunction with it. The anti-slip / anti-spinning control method proposed in this invention effectively suppresses wheelset slippage / spinning in rainy or snowy weather, while also improving the effective utilization of wheel-rail adhesion. This is of great significance for ensuring train operation safety, reducing damage to the wheel-rail contact surface, and lowering wheel-rail maintenance costs.

[0033] Anti-slip / anti-freezing control is the process by which the traction system control unit controls the traction motor. When the adhesion coefficient between the rail and the wheels does not reach the required traction force, the anti-slip / anti-freezing control system reduces the traction force reference value to prevent uncontrollable slippage / freezing of the wheels on the drive axle under traction conditions, and fully utilizes wheel-rail adhesion to improve traction. The anti-slip / anti-freezing protection control has the following tasks: (1) Prevent the drive shaft from spinning / slipping during traction; (2) Make full use of wheel-rail adhesion; (3) Reduce wear and scratches on wheels and rails.

[0034] The anti-slip / anti-wheel spin control method proposed in this invention utilizes only the speed information from the braking system to complete the algorithm implementation, without employing any information from the traction system. Therefore, it does not affect the function of the traction system. This anti-slip / anti-wheel spin control method can independently control wheelset slippage or serve as an auxiliary function of the traction anti-slip / anti-wheel spin control system, working in conjunction with it. The method effectively suppresses wheelset slippage / wheel spin, improves wheel-rail adhesion utilization, and achieves higher traction.

[0035] Specifically, such as Figure 1 As shown, this application provides a control method for preventing slippage and wheel slippage in rail vehicles, comprising: Step 10: Collect the current shaft speed information of each brake shaft, and determine the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft.

[0036] In this embodiment, the current speed and acceleration of the moving wheels are calculated based on the speed acquisition information of the braking system. It should be noted that in this application, the types of traction systems include vehicle control, frame control, and axle control, and the control output modes include analog output, digital output, three-point output, and idling / coasting braking output.

[0037] In some optional embodiments of this example, determining the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft includes: Step 101: Determine the current shaft speed of each brake shaft based on the current shaft speed information of each brake shaft; Step 102: Differentiate the current axis velocity of each of the brake axes to determine the current axis acceleration of each of the brake axes.

[0038] In this embodiment, the collected four braking axle speed information is preprocessed to obtain the speed of the four axles of the vehicle, and the acceleration of the four axles is calculated based on the differential of the four axle speeds. The axle speed and axle acceleration are used as inputs for braking anti-skid / anti-freeze control.

[0039] Step 20: Determine the current control reduction of each braking shaft based on the current shaft speed, the current shaft acceleration, and the pre-determined output reduction mapping relationship.

[0040] In this embodiment, under traction conditions, the anti-slip / anti-freeze system maps the speed and acceleration of each axle to... Figure 2 Within the different control areas shown, the corresponding control outputs are obtained through determination (as shown in Table 1).

[0041] In some optional embodiments of this example, the step of pre-determining the output reduction mapping relationship includes: Step 201: Predetermine the first i absolute value of slip, the first i The slope and the acceleration limits of the simulated reference velocity, where, i The number of functions; Step 202, based on the first i absolute value of slip, the first i The slope and the acceleration limit values ​​of the simulated reference velocity are used to determine the first... j The current axial acceleration of the brake shaft and the slip of the first... i The function, wherein the first i The function expression is as follows:

[0042] In the formula, f [ i ] is the first i function; k [ i ] is the first i Slope; s [ i ] is the first i absolute value of slip; α w [ j ] is the first j The current axial acceleration of the brake shaft; α m The acceleration limit value for the simulated reference velocity; j The number of brake axles of the rail vehicle.

[0043] Specifically, the anti-slip / anti-wheel-drive control system is calculated based on a linear function formula and divided into different anti-slip / anti-wheel-drive control zones. The linear function formula is shown in equation (1): (1) f It is a linear function; k The slope of the linear function; s The absolute value of the slip on the vertical axis; α w This is the actual deceleration of the wheelset; α m The acceleration limit value for simulating the reference speed is a constant and is set according to the vehicle type. i The number of linear functions in this control algorithm is [number]. i =1, 2, 3 or 4; j The number of axles in this control algorithm represents the vehicle's axle count. j =1, 2, 3 or 4.

[0044] It should be noted that the first i The function includes a first-stage sub-function and a second-stage sub-function, wherein the first... i The slope includes the first-stage sub-slope and the second-stage sub-slope, where: When the first j When the current axis acceleration of the brake shaft is less than the acceleration limit value of the simulated reference velocity, the first... i The function expression for the first-stage sub-function is as follows:

[0045] In the formula, f n [ i ] is the first i The first-stage sub-function of the function; k n [ i ] is the first i The first-stage sub-slope of the function; When the first j When the current axis acceleration of the brake shaft is greater than or equal to the acceleration limit value of the simulated reference velocity, the first... i The function expression for the second-stage sub-function is as follows:

[0046] In the formula, f p [ i ] is the first i The second-stage sub-function of the function; k p [ i ] is the first i The second-stage sub-slope of the function.

[0047] Specifically, according to α w and α m The relationship between the magnitudes of the functions can be further subdivided into two linear function formulas, as follows: when α w < α m hour: (2) when α w ≥ α m hour: (3) Step 203, based on the first i The results of plotting the function in a rectangular coordinate system determine multiple anti-slip and anti-idle spin control areas, wherein each of the anti-slip and anti-idle spin control areas uniquely corresponds to a control reduction.

[0048] Among them, the step 203 based on the first i The plotting results of the function in a rectangular coordinate system determine multiple anti-slip and anti-wheel-drive control areas, including: Based on the first i The plotting results of the first-stage sub-function and the second-stage sub-function in the rectangular coordinate system, with the vertical axis and the acceleration limit value of the simulated reference velocity as boundaries, respectively, determine the multiple anti-slip and anti-idle spin control areas.

[0049] In this embodiment, the two linear equations described above divide the acceleration and absolute slip into five regions within the planar coordinate system, such as... Figure 2 .

[0050] from Figure 2 It can be seen from this that when α w (t) < α m At that time, α m On the left, the equation of the line (2) is based on the slope. k n [ i ]( i The different values ​​of 1, 2, 3, or 4 produce four sub-linear equations. f n [ i ]( i =1, 2, 3 or 4), will α m The left side is divided into 10 control zones, among which, when α w When (t) < 0, it is A n1 A n2 A n3 A n4 And A n5 When 0 < α w (t) < α m When, it is A m1 A m2 A m3 A m4 And A m5 .

[0051] when αw (t)≥ α m At that time, α m On the right, the equation of the straight line (3) is based on the slope. k p [ i ]( i The different values ​​of 1, 2, 3, or 4 produce four sub-linear equations. f p [ i ]( i =1, 2, 3 or 4), will α m The right side is also divided into 5 control areas, designated A. p1 A p2 A p3 A p4 And A p5 .

[0052] Figure 2 middle, s [ i ]( i =1, 2, 3 or 4) are the absolute values ​​of the glide on the y-axis for the equations of the four sub-lines.

[0053] It should be noted that the anti-slip / anti-freeze control system detects the acceleration of each wheelset. α w (t) and absolute slip value s ( t )fall into Figure 2 When the corresponding control region is selected, a corresponding control output will be generated. The output is a 3×5 dimension composite decision matrix, as shown in Table 1.

[0054] Table 1

[0055] Note: Each control output in Table 1 corresponds to a different reduction in traction force. Table 1 is based on brake axle acceleration. α w (t) and absolute slip s ( t The differences in each control output u mn It will be mapped to Figure 2 Different control regions with different control slopes r mn , where m = 1, 2 or 3; n = 1, 2, 3, 4 or 5.

[0056] After determining the output reduction mapping relationship, in some optional embodiments of this embodiment, determining the current control reduction of each braking shaft based on the current shaft speed, the current shaft acceleration, and the pre-determined output reduction mapping relationship includes: Step 201A: Determine the current reference speed of the rail vehicle based on the current axle speed of each of the brake axles.

[0057] In some optional embodiments of this example, step 201A, determining the current reference speed of the rail vehicle based on the current axle speed of each of the braking axles, includes: Determine whether the current speed of each of the braking axes is higher than the virtual reference speed; If so, determine the virtual reference speed as the current reference speed; If not, determine the minimum of the current shaft speeds of each of the brake shafts as the current reference speed.

[0058] Step 202A: Based on the current reference speed and the... j The current shaft speed of the brake shaft determines the first... j Slippage of the brake shaft.

[0059] In this embodiment, the current reference speed is compared with the first... j The difference between the current shaft speeds of the brake shaft is the first... j The slippage of the brake shaft will not be described in detail here.

[0060] Step 203A, according to the first j The slippage of the brake shaft, the current shaft acceleration, and the predetermined deceleration mapping relationship determine the first... j The current control reduction of the brake shaft, where, j The number of brake axles of the rail vehicle.

[0061] In this embodiment, when the first j After the slippage of the brake shaft and the current shaft acceleration, based on the deceleration mapping relationship determined in Table 1, the first... j The current control of the brake shaft is reduced.

[0062] Step 30: In response to the current control reduction being higher than the first reduction threshold, output a traction control signal to the traction system according to the traction system type of the rail vehicle and the current control reduction of each of the brake axles.

[0063] Step 40: In response to the current control reduction being lower than the second reduction threshold, a slack signal is output to the traction system.

[0064] In this embodiment, when the current control reduction is higher than the first reduction threshold, a traction control signal is output to the traction system according to the traction system type of the rail vehicle and the current control reduction of each of the brake axles; when the current control reduction is lower than the second reduction threshold, traction control is not required, and a slack signal is output to the traction system.

[0065] It should be noted that, in the embodiments of this application, different control output types are selected depending on the control output mode, as detailed below: (1) Analog output Analog output signal: This can be a hard-wired signal, i.e., current or voltage, such as 0–20mA, or a network signal, i.e., MVB or Ethernet, such as 0–100%. When the traction force exceeds a certain value F... s At that time, reduce the traction force according to the corresponding output until the traction force is lower than a certain value F. c If the traction force does not decrease, it will not decrease further; conversely, if it does increase, the traction force will increase according to the corresponding output until the traction force returns to the target value. These correspond to the vehicle control, frame control, or axle control modes, respectively, and the number of analog output signals can be configured to 1, 2, or 4.

[0066] (2) Digital output

[0067] Digital output signals can be hardwired signals, i.e., current or voltage, such as 0V / DC110V, or network signals, i.e., MVB or Ethernet, such as 0 / 1. When the digital output signal is high, the traction force exceeds a certain value F. s At that time, reduce the traction force according to the corresponding output until the traction force is lower than a certain value F. c The traction force will not decrease further when the digital output signal is low; when the digital output signal is low, the traction force will increase according to the corresponding output until the traction force returns to the target value. These correspond to the vehicle control, frame control, or axle control modes, respectively, and the number of digital output signals can be configured as 1, 2, or 4 groups.

[0068] (3) 3-point control output

[0069] To improve and fully utilize adhesion, a three-point control output is employed based on different anti-slip / anti-wheel spin control strategies: maintaining, reducing, and increasing traction. The three-point control output signals can be hard-wired signals (current or voltage, e.g., 0–20mA) or network signals (MVB or Ethernet, e.g., 0–100%). The traction maintenance, reduction, and increase states employ different control strategies depending on the degree of wheelset wheel spin / slippage, resulting in different control output values. The number of three-point control output signals can be configured as one, two, or four groups, corresponding to vehicle control, frame control, or axle control modes, respectively.

[0070] (4) Idle / coasting braking

[0071] When wheelset slippage / skid is detected, a pilot braking pressure is pre-applied. Then, the anti-slip valve of the anti-slip control system controls the output of the corresponding brake cylinder pressure to apply brakes to the wheelset that is slipping / skid, thereby suppressing wheelset slippage / skid. The number of slippage / skid braking control output signals is configured into 4 groups, each corresponding to one of the 4 wheelsets of the train.

[0072] Based on this, in some optional embodiments of this embodiment, step 30, which involves outputting a traction control signal to the traction system according to the traction system type of the rail vehicle and the current control reduction of each of the brake axles, includes: Step 301: In response to the traction system type being vehicle control, based on the maximum value of the current control reduction of each of the brake axles, output the traction force control signal to the traction system; Step 302: In response to the traction system type being frame control, the traction force control signal is output to the traction system based on the maximum value of the current control reduction of the two brake axles respectively; Step 303: In response to the traction system type being axle-controlled, based on the current control reduction of each of the brake axles, output the traction force control signal to the traction system.

[0073] In this embodiment, regardless of whether the output is analog, digital, or three-point control, when the traction system type is vehicle control, the traction control signal is output to the traction system based on the maximum value of the current control reduction of each of the brake axles; when the traction system type is frame control, the traction control signal is output to the traction system based on the maximum value of the current control reduction of each of the two brake axles; when the traction system type is axle control, the traction control signal is output to the traction system based on the current control reduction of each of the brake axles.

[0074] In some optional embodiments of this example, the method further includes: determining whether the current control reduction is higher than a third reduction threshold; if so, outputting a sand application signal.

[0075] Specifically, when wheel-rail adhesion is extremely low and wheelset slippage / skid occurs severely, i.e., after the control reduction reaches a certain value and persists for a certain period of time, the anti-slip / anti-skid control system can automatically send a sand application signal to the vehicle to improve wheel-rail adhesion and suppress wheelset slippage / skid. The sand application signal can be transmitted in the form of a digital signal, hardwired signal, or network signal; this application does not limit its transmission.

[0076] In some optional embodiments of this example, the following are also included: In response to the current control reduction being higher than a first reduction threshold, a braking control signal is output to the braking system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles.

[0077] It should be noted that when the current control reduction is higher than the first reduction threshold, a braking control signal can be output to the braking system according to the traction system type of the rail vehicle and the current control reduction of each of the brake axles. In this embodiment, the braking system is used for auxiliary control, which improves the safety of the anti-skid and anti-free-slip control of the rail vehicle.

[0078] This invention presents a method for anti-slip / anti-wheel slip control of rail vehicles. Under train traction conditions, this invention uses linear equations based on the axle velocities collected by the braking system to divide the anti-slip / anti-wheel slip control into different regions. The input to the anti-slip / anti-wheel slip control method consists of the axle velocities and decelerations (axle velocity derivatives) collected by the braking system. The inputs are mapped to different control regions, and corresponding control strategies are applied. Different control modes are output to the traction system, or the braking system automatically applies corresponding air pressure to suppress wheel slip / slippage. Furthermore, if necessary, the anti-slip / anti-wheel slip control can also output a sand-spreading request signal to the vehicle system (central control unit, CCU) to improve wheel-rail adhesion, thereby suppressing wheel slip / slippage.

[0079] In a specific scenario, such as Figure 3 As shown, firstly, the anti-slip / anti-wheel-spin system processes the collected speed information of the four braking axles to obtain the speeds of the four axles of the vehicle. Based on the differential of these speeds, it calculates the acceleration of each of the four axles. The axle speed and acceleration serve as inputs for the anti-slip / anti-wheel-spin control. Then, under traction conditions, the anti-slip / anti-wheel-spin system maps the speed and acceleration of each axle to... Figure 2 Within the different control areas shown, corresponding control outputs are obtained through judgment (as shown in Table 1). Secondly, the anti-slip / anti-freezing system selects different control outputs (analog output, digital output, 3-point output, and slip / skid braking) based on the vehicle type and output mode, and transmits the control output to the traction system or directly applies slip / skid braking. Finally, when the traction system receives a traction reduction signal from the anti-slip / anti-freezing system, it reduces the traction force of the corresponding axle. If slip / skid braking is triggered at this time, the braking system automatically applies the corresponding brakes to reduce the axle speed and suppress slip / skid. In addition, the anti-slip / anti-freezing system can also send a sand-spreading request signal to the train central control unit (CCU) to trigger sand spreading, improve wheel-rail adhesion, and thus suppress wheelset slip / skid.

[0080] This invention proposes a method and system for anti-slip / anti-wheel slip control of rail vehicles. Based on the axle velocities collected by the braking system itself, this invention uses a linear function equation to divide the anti-slip / anti-wheel slip control into different regions. The input to the anti-slip / anti-wheel slip control system is the axle velocities and decelerations (axle velocity derivatives) collected by the braking system. The input is mapped to different control regions and corresponding control strategies are adopted. Different modes of control information are output to the traction anti-slip / anti-wheel slip system, or the braking system automatically applies corresponding air pressure to suppress wheel slip / slipping. In special cases, a sand-spreading request signal can also be output to the traction anti-slip / anti-wheel slip system to improve wheel-rail adhesion, thereby suppressing wheel slip / slipping.

[0081] The anti-slip / anti-wheel spin control method proposed in this invention can complete the algorithm implementation using only the speed information of the braking system, without using any information from the traction system. Therefore, it will not affect the function of the traction system. The anti-slip / anti-wheel spin control method proposed in this invention can independently control the wheelset to prevent wheel spin / slipping, or it can serve as an auxiliary function of the traction anti-slip / anti-wheel spin control system, working in conjunction with the traction anti-slip / anti-wheel spin control system.

[0082] The anti-slip / anti-wheel slip control method proposed in this invention can effectively suppress wheelset slip / skid and make full use of wheel-rail adhesion to obtain higher traction force. It improves the adaptability of the traction system to the complex operating environment of railways and the wheel-rail adhesion characteristics, and enhances the advanced level of anti-slip / anti-wheel slip control technology for rail transit vehicles.

[0083] Based on the same inventive concept, this application also provides a control device for preventing slippage and wheel slippage in rail vehicles, which can be used to implement the methods described in the above embodiments, as described in the following embodiments. Since the principle of this control device for preventing slippage and wheel slippage in rail vehicles is similar to that of a control method for preventing slippage and wheel slippage in rail vehicles, the implementation of such a control device can refer to the implementation of a control method for preventing slippage and wheel slippage in rail vehicles, and will not be repeated. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the system described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0084] like Figure 4 As shown, the anti-skid and anti-wheel slip control device for rail vehicles includes: The speed determination module 801 is configured to collect the current shaft speed information of each brake shaft, and determine the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft. The current control reduction determination module 802 is configured to determine the current control reduction of each of the braking axes based on the current axis speed, the current axis acceleration, and a pre-determined output reduction mapping relationship. The traction control signal output module 803 is configured to output a traction control signal to the traction system in response to the current control reduction being higher than a first reduction threshold, based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles. The slack signal output module 804 is configured to output a slack signal to the traction system in response to the current control reduction being lower than a second reduction threshold.

[0085] In some optional embodiments of this example, determining the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft includes: The current speed of each brake shaft is determined based on the current shaft speed information of each brake shaft. Differentiate the current axis velocity of each of the brake axes to determine the current axis acceleration of each of the brake axes.

[0086] In some optional embodiments of this example, the step of pre-determining the output reduction mapping relationship includes: The absolute value of the i-th slip, the i-th slope, and the acceleration limit values ​​of the simulated reference velocity are predetermined, where i is the number of functions; Based on the first i absolute value of slip, the first i The slope and the acceleration limit values ​​of the simulated reference velocity are used to determine the first... j The current shaft acceleration of the brake shaft is a function of the i-th slip, where the i-th slip is a function of the current shaft acceleration of the brake shaft. i The function expression is as follows:

[0087] In the formula, f [ i ] is the first i function; k [ i ] is the first i Slope; s [ i ] is the first i absolute value of slip; α w [ j ] is the first j The current axial acceleration of the brake shaft; α m The acceleration limit value for the simulated reference velocity; j The number of brake axles of the rail vehicle; Based on the first i The results of plotting the function in a rectangular coordinate system determine multiple anti-slip and anti-idle spin control areas, wherein each of the anti-slip and anti-idle spin control areas uniquely corresponds to a control reduction.

[0088] In some optional embodiments of this example, the first i The function includes a first-stage sub-function and a second-stage sub-function, wherein the first... i The slope includes the first-stage sub-slope and the second-stage sub-slope, where: When the first j When the current axis acceleration of the brake shaft is less than the acceleration limit value of the simulated reference velocity, the first... i The function expression for the first-stage sub-function is as follows:

[0089] In the formula, f n [ i ] is the first i The first-stage sub-function of the function; k n [ i ] is the first i The first-stage sub-slope of the function; When the first j When the current axis acceleration of the brake shaft is greater than or equal to the acceleration limit value of the simulated reference velocity, the first... i The function expression for the second-stage sub-function is as follows:

[0090] In the formula, f p [ i ] is the first i The second-stage sub-function of the function; k p [ i ] is the first i The second-stage sub-slope of the function.

[0091] In some alternative embodiments of this example, the step based on the first... i The plotting results of the function in a rectangular coordinate system determine multiple anti-slip and anti-wheel-drive control areas, including: Based on the first i The plotting results of the first-stage sub-function and the second-stage sub-function in the rectangular coordinate system, with the vertical axis and the acceleration limit value of the simulated reference velocity as boundaries, respectively, determine the multiple anti-slip and anti-idle spin control areas.

[0092] In some optional embodiments of this example, determining the current control reduction of each braking shaft based on the current shaft speed, the current shaft acceleration, and a pre-determined output reduction mapping relationship includes: The current reference speed of the rail vehicle is determined based on the current axle speed of each of the brake axles. Based on the current reference speed and the... j The current shaft speed of the brake shaft determines the first... j Slippage of the brake shaft; According to the first j The slippage of the brake shaft, the current shaft acceleration, and the predetermined deceleration mapping relationship determine the first... j The current control reduction of the brake shaft, where, j The number of brake axles of the rail vehicle.

[0093] In some optional embodiments of this example, determining the current reference speed of the rail vehicle based on the current axle speed of each of the braking axles includes: Determine whether the current speed of each of the braking axes is higher than the virtual reference speed; If so, determine the virtual reference speed as the current reference speed; If not, determine the minimum of the current shaft speeds of each of the brake shafts as the current reference speed.

[0094] In some alternative embodiments of this example, the step of outputting a traction control signal to the traction system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles includes: In response to the traction system being vehicle-controlled, the traction control signal is output to the traction system based on the maximum value of the current control reduction of each of the brake axles; In response to the traction system being frame-controlled, the traction force control signal is output to the traction system based on the maximum value of the current control reduction of the two brake axles respectively; In response to the traction system being axle-controlled, the traction force control signal is output to the traction system based on the current control reduction of each of the brake axles.

[0095] In some optional embodiments of this example, the following are also included: Determine whether the current control reduction is higher than the third reduction threshold; If so, output a sand-spreading request signal.

[0096] In some optional embodiments of this example, the following are also included: In response to the current control reduction being higher than a first reduction threshold, a braking control signal is output to the braking system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles.

[0097] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0098] An electronic device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the steps of a control method for preventing slippage and wheel slippage of a rail vehicle according to the foregoing embodiments.

[0099] A non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause a computer to perform the steps of a control method for preventing slippage and wheel slippage of a rail vehicle according to the foregoing embodiments.

[0100] A computer program product includes a computer program / instructions that, when executed by a processor, implement the steps of an embodiment of a control method for preventing slippage and wheel slippage in a rail vehicle.

[0101] Figure 5 A schematic block diagram of an example electronic device 900 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0102] like Figure 5 As shown, device 900 includes a computing unit 901, which can perform various appropriate actions and processes based on a computer program stored in read-only memory (ROM) 902 or a computer program loaded from storage unit 908 into random access memory (RAM) 903. RAM 903 may also store various programs and data required for the operation of device 900. The computing unit 901, ROM 902, and RAM 903 are interconnected via bus 904. Input / output (I / O) interface 905 is also connected to bus 904.

[0103] Multiple components in device 900 are connected to I / O interface 905, including: input unit 906, such as keyboard, mouse, etc.; output unit 907, such as various types of monitors, speakers, etc.; storage unit 908, such as disk, optical disk, etc.; and communication unit 909, such as network card, modem, wireless transceiver, etc. Communication unit 909 allows device 900 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0104] The computing unit 901 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 901 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 901 performs the various methods and processes described above, such as a control method for preventing slippage and wheel slippage in a rail vehicle.

[0105] For example, in some embodiments, a control method for preventing slippage and wheel slippage of a rail vehicle can be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 908. In some embodiments, part or all of the computer program can be loaded and / or installed on device 900 via ROM 902 and / or communication unit 909. When the computer program is loaded into RAM 903 and executed by computing unit 901, one or more steps of the control method for preventing slippage and wheel slippage of a rail vehicle described above can be performed. Alternatively, in other embodiments, computing unit 901 can be configured to perform a control method for preventing slippage and wheel slippage of a rail vehicle by any other suitable means (e.g., by means of firmware).

[0106] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0107] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0108] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0109] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0110] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0111] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0112] It should be noted that in the description of this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0113] In the embodiments of this application, the singular forms "a," "the," etc., including the plural forms, should be broadly understood as "a kind" or "a class" rather than limited to the meaning of "an." Furthermore, the term "the" should be understood to include both the singular and plural forms, unless the context explicitly indicates otherwise. Additionally, the term "according to" should be understood as "at least partially based on…," and the term "based on" should be understood as "at least partially based on…," unless the context explicitly indicates otherwise.

[0114] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this disclosure can be achieved, and this is not limited herein.

[0115] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A control method for preventing slippage and wheel slippage in rail vehicles, characterized in that, include: Collect the current shaft speed information of each brake shaft, and determine the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft; Based on the current axis speed, the current axis acceleration, and the predetermined output reduction mapping relationship, the current control reduction of each braking axis is determined; In response to the current control reduction being higher than a first reduction threshold, a traction control signal is output to the traction system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles; In response to the current control reduction being lower than the second reduction threshold, a slack signal is output to the traction system.

2. The control method according to claim 1, characterized in that, The step of determining the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft includes: The current speed of each brake shaft is determined based on the current shaft speed information of each brake shaft. Differentiate the current axis velocity of each of the brake axes to determine the current axis acceleration of each of the brake axes.

3. The control method according to claim 1, characterized in that, The steps for pre-determining the output reduction mapping relationship include: Predetermine the first i absolute value of slip, the first i The slope and the acceleration limits of the simulated reference velocity, where, i The number of functions; Based on the first i absolute value of slip, the first i The slope and the acceleration limit values ​​of the simulated reference velocity are used to determine the first... j The current axial acceleration of the brake shaft and the slip of the first... i The function, wherein the first i The function expression is as follows: In the formula, f [ i ] is the first i function; k [ i ] is the first i Slope; s [ i ] is the first i absolute value of slip; α w [ j ] is the first j The current axial acceleration of the brake shaft; α m The acceleration limit value for the simulated reference velocity; j The number of brake axles of the rail vehicle; Based on the first i The results of plotting the function in a rectangular coordinate system determine multiple anti-slip and anti-idle spin control areas, wherein each of the anti-slip and anti-idle spin control areas uniquely corresponds to a control reduction.

4. The control method according to claim 3, characterized in that, No. i The function includes a first-stage sub-function and a second-stage sub-function, wherein the first... i The slope includes the first-stage sub-slope and the second-stage sub-slope, where: When the first j When the current axis acceleration of the brake shaft is less than the acceleration limit value of the simulated reference velocity, the first... i The function expression for the first-stage sub-function is as follows: In the formula, f n [ i ] is the first i The first-stage sub-function of the function; k n [ i ] is the first i The first-stage sub-slope of the function; When the first j When the current axis acceleration of the brake shaft is greater than or equal to the acceleration limit value of the simulated reference velocity, the first... i The function expression for the second-stage sub-function is as follows: In the formula, f p [ i ] is the first i The second-stage sub-function of the function; k p [ i ] is the first i The second-stage sub-slope of the function.

5. The control method according to claim 4, characterized in that, Based on the first i The plotting results of the function in a rectangular coordinate system determine multiple anti-slip and anti-wheel-drive control areas, including: Based on the first i The plotting results of the first-stage sub-function and the second-stage sub-function in the rectangular coordinate system, with the vertical axis and the acceleration limit value of the simulated reference velocity as boundaries, respectively, determine the multiple anti-slip and anti-idle spin control areas.

6. The control method according to claim 1, characterized in that, The step of determining the current control reduction of each braking shaft based on the current shaft speed, the current shaft acceleration, and a pre-determined output reduction mapping relationship includes: The current reference speed of the rail vehicle is determined based on the current axle speed of each of the brake axles. Based on the current reference speed and the... j The current shaft speed of the brake shaft determines the slippage of the j-th brake shaft; According to the first j The slippage of the brake shaft, the current shaft acceleration, and the predetermined deceleration mapping relationship determine the first... j The current control reduction of the brake shaft, where, j The number of brake axles of the rail vehicle.

7. The control method according to claim 6, characterized in that, Determining the current reference speed of the rail vehicle based on the current axle speed of each of the braking axles includes: Determine whether the current speed of each of the braking axes is higher than the virtual reference speed; If so, determine the virtual reference speed as the current reference speed; If not, determine the minimum of the current shaft speeds of each of the brake shafts as the current reference speed.

8. The control method according to claim 1, characterized in that, The step of outputting a traction control signal to the traction system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles includes: In response to the traction system being vehicle-controlled, the traction control signal is output to the traction system based on the maximum value of the current control reduction of each of the brake axles; In response to the traction system being frame-controlled, the traction force control signal is output to the traction system based on the maximum value of the current control reduction of the two brake axles respectively; In response to the traction system being axle-controlled, the traction force control signal is output to the traction system based on the current control reduction of each of the brake axles.

9. The control method according to claim 1, characterized in that, Also includes: Determine whether the current control reduction is higher than the third reduction threshold; If so, output a sand-spreading request signal.

10. The control method according to claim 1, characterized in that, Also includes: In response to the current control reduction being higher than a first reduction threshold, a braking control signal is output to the braking system based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles.

11. A control device for preventing slippage and wheel slippage in rail vehicles, characterized in that, include: The speed determination module is configured to collect the current shaft speed information of each brake shaft, and determine the current shaft speed and current shaft acceleration of each brake shaft based on the current shaft speed information of each brake shaft. The current control reduction determination module is configured to determine the current control reduction of each of the braking axes based on the current axis speed, the current axis acceleration, and a pre-determined output reduction mapping relationship. The traction control signal output module is configured to output a traction control signal to the traction system in response to the current control reduction being higher than a first reduction threshold, based on the traction system type of the rail vehicle and the current control reduction of each of the brake axles. The slack signal output module is configured to output a slack signal to the traction system in response to the current control reduction being lower than a second reduction threshold.

12. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the anti-skid and anti-idle control method for rail vehicles as described in any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the anti-skid and anti-idle control method for rail vehicles as described in any one of claims 1 to 10.

14. A computer program product, the computer program product comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the anti-skid and anti-idle control method for rail vehicles as described in any one of claims 1 to 10.

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